West London

Contents

1. Introduction

2. Context

3. Progress report

4. Update on the transport challenges

5. Responding to the challenges: beyond the TfL Business Plan

6. Funding and delivery

7. Summary

Appendices

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1. Introduction

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1. Introduction

Publication of the sub-regional transport plans (SRTPs) in November 2010 reflected significant collaboration and joint work between TfL boroughs, sub-regional partnerships, business organisations and London Councils as well as a range of other stakeholders.

It is now just over a year since the plans were published. The sub-regional process is an ongoing programme, enabling us to work closely with boroughs to address strategic issues, progress medium-longer term priorities and also respond to changing circumstances.

This document, together with its counterparts for the other sub-regions, is intended to be an ‘addendum’ to the original plan – providing a snapshot of the latest situation and very much rooted in the ongoing collaboration.

An update was considered useful to allow a number of developments to be incorporated, and to bring the plans up to date in a number of respects.

Firstly, it provides an opportunity to report on the implementation of funded transport schemes and progress with other schemes.

Secondly, this update allows developments in other, related, policy areas to be incorporated in the plans. These support a renewed emphasis on facilitating sustainable growth. This is the principal aim of the new National Planning Policy Framework which the Government announced earlier this year. It is also integral to the vision which drives the London Plan, which was adopted in July 2011.

Thirdly, by allowing the latest modelling and analysis to be incorporated the update allows the definition of the challenges to be refined.

Fourthly, the addendum also allows progress made across the west sub-region eg through borough Local Implementation Plans and through the sub-regional panels, to be taken account of.

Over the past year there have been some notable successes for London’s transport system, many of them on the national and TfL rail networks. The Secretary of State’s recent announcement on High Speed 2 marks an important milestone for a project which offers enormous potential to strengthen our ability to generate economic growth in the future.

Usage of the bus network continues to grow and TfL’s ongoing review programme continues. Reliability has been maintained. Over 150 hybrid buses were introduced in 2011 and there will be over 300 in service by the end of 2012. Since autumn 2011 real-time bus arrival information has been available for the 19,000+ bus stops across London, via text message and mobile web. All 2000 Countdown signs are being upgraded and a further 500 will be added by mid-2012. The New Bus for London commenced trial service in February.

With the growth which is forecast in London it is vital that every effort is made to manage our roads and public spaces effectively. Urban realm which is conducive to access by public transport, walk and cycle has been shown to have positive economic benefits. TfL is already working with boroughs in the north sub-region to ensure that the long term needs of key corridors and places are balanced, to achieve win-wins where possible, or to make choices about which objectives to prioritise. This approach can be explored with boroughs in the west over the coming year.

Ensuring the benefits of High Speed 2 are realised through a new strategic interchange at Old Oak Common will be essential if businesses and residents in the region are to fully benefit from this.

West London is home to a number of major development areas: Southall, Heathrow, Old Oak, White City and Earl’s Court. The concentration of several Opportunity Areas in inner west London is one where an analysis of the cumulative impact of this growth is essential. The cumulative impact of the development of non-Opportunity Areas is also significant. The recent temporary closure of Hammersmith Flyover indicates how the resilience of the existing network is an issue already and the scale of growth in these areas will put further pressure on an already congested network. The Western Arc study has helped analyse the impacts of this growth and further work will be needed on these issues this year.

Since the last plan was published the west London boroughs have been examining how some of their key road corridors and places need to function. TfL has been involved in this work and is keen stay involved with the further work that comes from it.

The financial context remains constrained, but, it is also vital that we look beyond the current TfL Business Plan, continuing to plan and address the challenges which a growing population brings. In fact rather than diminishing the importance of this, the difficult economic situation makes this all the more important, for a reason that the Chancellor has recently made clear -investment in transport infrastructure will play a vital role in stimulating future economic growth.

The experience gained of working through the sub-regional panels and the benefits of

the latest sub-regional transport modelling which TfL has undertaken are also incorporated. All this has allowed us to update our understanding of the outstanding transport challenges facing the west sub-region and to refresh our view as to how to these could best be met.

It is for the sub-regional panel, to discuss this draft update and agree the next steps. I would welcome engagement and comments on the content and process so that together we can continue to plan this great city and ensure that the west sub-region fulfils its potential.

Peter Hendy

Feb 2012

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2. Context

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2. Context

National Government Agenda

National level

Increased concern over the world economy

and the heightened focus on economic growth,

is reflected in a number of policies.

The Chancellor has published a National

Infrastructure Plan (NIP) which the Government

hopes will help stimulate economic growth.

The new draft National Planning Policy

Framework (NPPF) abolishes much national

planning guidance and in an effort to unlock

development adopts a „presumption in favour of

sustainable development‟, which is aimed at

reducing barriers to project delivery. It is unclear

what the outcomes will be in the sub-region but

transport policy will need to be responsive to

changing needs.

The Localism Act came into force on 15

November 2011. lt is intended to shift power

from central government back into the hands of

individuals, communities and councils.

Regional level

The publication and adoption of the new

London Plan, with its emphasis on high-quality

growth, collaboration with delivery partners, and

fostering localism, confirms that Opportunity

Areas will be the focus of growth. In west

London, these are Heathrow, Southall, Park

Royal / Willesden Junction, Wembley, White

City and Earls Court in conjunction with the

sub-region‟s designated Area for Intensification

Harrow and Wealdstone.

The Mayor is setting up a London-

wide Community Infrastructure Levy

(CIL) under powers in the Planning

Act 2008 and the Community

Infrastructure Levy Regulations 2010.

CIL will be paid by most new

development in Greater London and is

intended to help meet part of the cost

of Crossrail.

Other Mayoral strategies, including

Supplementary Planning Guidance

also raise transport needs.

This focus on the economy does not

mean other outcomes are not

important. In fact, the events of this

summer in which rioting broke out in

many areas of the Capital and in other

cities in the UK mean that the role of

transport in facilitating social inclusion

and providing access to employment

and other opportunities will be

scrutinised more closely than ever. In

the sub-region this may mean a

redoubled emphasis on ensuring that

the urban realm facilitates walking,

cycling and a sense of local pride.

Sub-regional level

A key driver of this addendum is how

Transport for London (TfL) plans for

growth across London and the

particular challenges in west London

in this regard. The scale of the growth

to be accommodated is clear from the

London Plan and boroughs‟

aspirations in their LDFs and added

impetus has been provided with the

NPPF and the NIP. West London will

need to play a key role in supporting

and driving this growth – but we also

need to ensure this growth is

sustainable – and that the quality of

life for Londoners is maintained and

enhanced.

Ensuring growth is not constrained by

inadequate transport supply and that

mode sustainable travel options are

supported – is one of the principal

objectives of the sub-region‟s ongoing

work. There is also an aspiration to

rebalance the national economy away

from a perceived overreliance on the

financial services sector.

The London and South East Route

Utilisation Strategy (LSE RUS) was

published in July 2011. It included the

proposed development of High Speed

2 (HS2), a fundamental part of the

strategy.

Borough level

The context of the Local Development

Framework‟s (LDFs) and Local

Implementation Plans (LIPs)

published by the west London

boroughs is also critical. A significant

achievement since the SRTP‟s

publication is that all the LIPs in the

west sub-region have been submitted

by boroughs and approved by the

Mayor. This is an important

milestone.

There is potential for additional

transport infrastructure provision

through Borough CILs. Brent and

Hammersmith & Fulham will be

introducing borough CILs.

Local needs will also be influenced by

the findings of the Outer London

Commission, re-formed to address

issues such as town centre

development and the need for

flexibility in parking standards.

In order to ensure that economic

growth does not come at an

unacceptable cost to the environment

and people‟s quality of life, the

Addendum also seeks to encourage

sustainable travel patterns and

different ways of thinking about

growth and how to embed different

behaviour and mode shares.6

National

London-wide

Boroughs

Sub-regional

Key policy

updatesKey themes

• National Planning

Policy Framework

• National Infrastructure

Plan

• Localism Bill

• Growth

• Localism

• Enterprise Zones

• Reducing barriers

to project delivery

• London Plan

• Supplementary

Planning Guidance

• London Enterprise

Partnership

• Opportunity Areas

• Planning for growth

• Riot recovery

• Liveability

• Electric Vehicles

• Air quality

• Cycling

• Local Development

Frameworks

• Local Implementation

Plans

• Community Infrastructure

Levy

• Enterprise partnerships

• Local unemployment

• Local links

• Riot recovery

• Outer London Fund

2. The west sub-regional panel – looking back over the yearThe Network Operating Strategy,

released for consultation to boroughs

and other stakeholders in May 2011,

sets out measures including traffic signal

timing adjustments, further application of

SCOOT, lane rental and permitting

schemes, and better computerised

management of the network through

improved interactive technologies.

For air quality Phases 3 and 4 of the

Low Emission Zone (LEZ) were

implemented together with more

stringent age limits for taxis and private

hire vehicles. Source London was

launched in May 2011 by the Mayor, to

bring together London's new

and existing public charge points into

one network. With significant savings in

costs and emissions associated with the

running electric vehicles.

The improvements in the physical

accessibility of the transport system also

cover various modes. They include

commencement of the Access for All

scheme at Wembley Central and

delivery of step free access at Heathrow

Terminal 1,2,3. TfL published its

Mayor‟s Transport Strategy (MTS)

Accessibility Implementation Plan which

can be found at tfl.gov.uk/mts.

Bus use has increased significantly over

the past 10 years, with an accompanied

expansion of the network and growth in

capacity on routes. There has also been

an increase in levels of reliability (see

table), eg. through the use of bus lanes

and signal priority, as well as improved

quality of customer service through

training, information provision, eg ibus

and Countdown, and the introduction of

newer, cleaner buses.

Over half of the 19,500 stops in London

now meet all three of the accessibility

criteria, including protection from

parking/loading obstructions. 63 per cent

of bus stops in the west sub-region are

accessible (the highest level out of

central London).

Service enhancements in the last

year included increased frequencies on

routes H17, 696, 697 and 698, and

route 427 was extended to the Town

Hall in Acton to increase accessibility.

These improvements build on the new

bus stations which have opened in the

west sub-region over recent years at

White City and Hammersmith (lower

level) with significant new facilities also

provided at Central Middlesex Hospital

and Heathrow Terminal 5.

Use of models

TfL‟s suite of multi-modal models have

been successfully used to help

understand transport issues at a number

of scales in the west sub-region. Over

the last three years, the White City

OAPF has involved close working

between TfL, GLA and the boroughs of

Hammersmith & Fulham and

Kensington & Chelsea. This work has

used LTS, Railplan and the more recent

WeLHAM highway assignment model.

WeLHAM is also being used to inform

Harrow AAP and LB Hounslow‟s Core

Strategy, particularly to understand

development potential along the Golden

Mile.

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The sub-regional panel

The West London Panel has met every two months throughout 2011, bringing

together borough heads of transport, TfL representatives, West London

Business, BAA and the West London Alliance.

The panel, chaired by the TfL west London sub-regional ambassador Alex

Williams, discussed a variety of topics in 2011 and had many lively and

interesting debates on some of the key transport issues facing west London.

These included:

• Managing the road network, focusing on key corridors. WestTrans subsequently

commissioned a study to analyse these issues (early results are reported later)

• High Speed 2

• Air quality

• The Western Arc study on the cumulative impacts of growth

• The London and South East Route Utilisation Strategy

• Local Implementation Plans

• Heathrow Surface Access

The panel provides an excellent opportunity to openly discuss many issues

facing west London and the debates have helped inform this addendum.

Progress in 2011

Over the past year there has been

important progress with the implementation

of schemes featured in the initial sub-

regional transport plans. Those of

particular significance to the west sub-

region are shown on the map overleaf.

There has been progress in a range of

areas including capacity, connectivity and

accessibility schemes on the public

transport system and a wide range of

initiatives which will help improve the

sustainability of the transport system.

These include schemes to encourage

walking , cycling, and other improvements

to the public realm, like Greenford town

centre – a Better Streets scheme part of the

Mayor‟s Great Outdoors vision, Station

Road in Harrow and Ruislip Manor. The

New Bus for London was introduced and

the western extension of the Congestion

Charging Zone was removed.

On the Underground the Jubilee line„s

frequency was increased to 27 tph and a

new fleet of trains introduced on the

Metropolitan line, part of a planned

upgrade to deliver a 27 per cent capacity

increase. On the Overground 4-car

operations on the West and North London

lines started.

The completion of the roll out of the Oyster

system, brought fare and ticketing

integration across London‟s principal public

transport modes.

3. Progress report

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3. Since the initial SRTP...

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3. Committed schemes

London Underground

Jubilee line - future timetable

improvements to take full advantage of

new technology and potential for further

reliability / frequency improvements.

Two old Victoria line trains will be

refurbished for use on the Bakerloo line

from the start of 2014. This will enable an

additional 2 tph in the peaks.

Sub surface lines - new walk-through trains

with air conditioning due to be fully in

service on the Metropolitan line by the end

of 2013; the Circle line / Hammersmith &

City (H&C) lines by end of 2014 and the

District line by the end of 2016. Signalling

upgrades on the Metropolitan line, Circle /

H&C lines and District line, starting 2015

and completed by 2018, will deliver further

uplifts in capacity of 24 per cent, 29 per

cent and 14 per cent respectively.

London Overground

• Expanded North London Line / West

London Line (WLL) from 4-car to 5-car

• Expanded Southern services on WLL

from 4-car to 8-car

• 2 tph Clapham Junction – Shepherd‟s

Bush to be operated by Southern 8-car

trains (currently 4-car)

National Rail schemes

Great Western

Electrification of line to Oxford and

Newbury and trains lengthened to 8-car

South Western

• Reading trains lengthened from 8-car to

10-car

StationsFurther Access for All schemes and

schemes to improve station facilities are

due to be implemented at Kensal Rise (by

March 2014).

Buses

By the end of 2012 there will be 300 diesel-

electric hybrid buses in service. 172 are

already in service with five routes in west

London (16, 94, R70, H91 and E8). These

are expected to yield savings of around 30

per cent in fuel use, and emission levels,

compared to standard diesels and a

reduction in noise.

CyclingThe Mayor and TfL announced funding to

help develop cycling improvements along

the Barclays Cycle Superhighways (CS)

including parking and training. CS9

Hounslow to Hyde Park (borough roads)

will be launched in 2013 and CS10 Park

Royal to Hyde Park (A40-borough roads)

is a planned route subject to further

consultation.

Phase 2 of Barclays Cycle Hire will include

a small western extension of twelve

docking stations out to the Westfield

Shopping Centre in White City by spring

2012. Six docking stations will potentially

be on the grounds of Westfield.

Phase 3 site identification work is

underway into an extension to the west

and southwest of the current zone, and will

include for the first time the borough of

Hammersmith & Fulham. The boundary of

this new phase is currently under

discussion but is likely to include

Shepherd‟s Bush, West Kensington and

Hammersmith Town Centre. Subject to TfL

Board approval, Phase 3 could be

operational by summer 2013.

Hammersmith & Fulham already has high

proportions of potentially cyclable trips and

have an above-average uptake of Barclays

Cycle Hire membership among its

residents. The proposed area will improve

transport options in areas with less public

transport accessibility.

Excellent progress has so far been made

towards meeting the Mayor‟s aim to secure

the delivery of 66,000 additional cycle

parking spaces by the end of 2012.

However, many more additional spaces will

be required at schools, workplaces,

stations, on street and in residential areas

in order to meet growing demand for cycle

trips in these areas by TfL, the boroughs,

developers and other transport

organisations. In response to high demand

at stations across London, TfL and

Network Rail recently launched a

joint £1.3m fund for provision of cycle

parking at London stations managed Train

Operating Companies, with delivery

prioritised at those stations which currently

have no cycle parking, are within a Biking

Boroughs, have a high mode share for

cycling and where demand exceeds

supply.

Locally led initiatives to deliver a step-

change in cycle travel in the west sub-

region‟s four „Biking Boroughs„ of Brent,

Ealing, Hillingdon and Hounslow.

Four other delivery priorities have been

identified to 2015:

•Working with Biking Boroughs to unlock

cycle potential in outer London

•Reducing the number of cyclists killed and

seriously injured across London, including

targeted improvements at collision

hotspots and urgent action to improve

cycle HGV safety. TfL is conducting a

review of all major schemes planned on

TfL roads as well as all junctions on the

existing Barclays Cycle Superhighways, to

ensure that they were delivering

improvements for all road users.

•Improving the cycling experience in

London, including improved road

maintenance regimes, wayfinding and

cycle routes

•Harnessing excitement about the

Olympics, including local Greenways; a

walking and cycling incentives scheme and

a large-scale active travel programme for

the Games and beyond.

Work has started on a new bicycle hub

near Ealing Broadway station, west

London. The facility will feature CCTV

offering more secure, covered and

illuminated cycle stands. The new stand

increases parking places to approximately

130, and includes a separate folding cycle

hire facility. Ealing Borough Council

secured £286,500 TfL funding towards the

project. The hub is scheduled for

completion by May 2012.

Heathrow Airport has recently opened a

cycle hub for airport employees

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3. Further committed schemes

Walking

Key Walking Routes: The Mayor is

committed to rolling out the key walking

route approach to all boroughs. By March

2012 TfL and boroughs will have delivered

14 KWR, including one (Willesden Green,

Brent) in the west sub-region.

Legible London: with the Greater London

base map now complete and available for

use, TfL and the boroughs are engaged in

a significant expansion of the system on-

street. Major implementations are planned

for Ealing, Harrow, Hounslow and

Brentford town centres, Uxbridge,

Hillingdon, Wembley, Brent and further

expansion across Hammersmith & Fulham.

As well as the on-street signs, TfL and

partners are working to expand the reach

of the system. LU stations and London bus

shelters are already transferring to Legible

London mapping for customer information.

TfL is also working with train operating

companies to install Legible London maps

across London's suburban rail stations.

Walk London network (Strategic Walk

Network): TfL funding with borough support

has allowed this network of seven walk

routes to complete on time for the 2012

Games and Diamond Jubilee.

TfL data highlights that leisure walking

opportunities support people to

consequently undertake more utility

(everyday) walking over time. TfL aims to

work with the boroughs through their LIPs

to support and maintain usage of this

network now that physical improvements to

the routes are complete, with the London

LOOP, Thames Path and Capital Ring all

passing through the sub-region.

A key delivery priority for walking beyond

the three programmes above is to reduce

the number of pedestrians killed and

seriously injured across London, using

targeted projects at collision hotspots. The

walking KSI figures significantly exceed

those for cycling that are rightly a key

Mayoral priority.

There is also an opportunity to harness

excitement about the Olympics, including

local Greenways; a walking and cycling

incentives scheme and a large-scale active

travel programme for the Games and

beyond so that improved levels of walking

can be maintained.

Urban Realm

London‟s Great Outdoors is intended to

cover a diversity of projects and

investments, from large scale to small

interventions, all with the common theme

of improving the places that matter most:

the public realm of our streets, squares,

parks and open spaces.

Alongside this range of projects, the Mayor

wants to focus particularly on three

priorities that directly relate to the

economic, social and climactic imperatives

of this decade.

We need to especially support London‟s

high streets, to be the places where we

choose to come together, to enjoy each

other‟s company, and to shop and work;

we need to allow London‟s unique

landscapes to shine through, encouraging

easy access to the best open spaces

across the Capital; we need to continue

greening the city in order to combat the

effects of climate change, and we need to

make everyone aware of what we have

around us – to uncover hidden places, and

to make the most of London‟s great

outdoors

Acton town centre - urban realm and

wayfinding programme to create public

space and environmental improvements to

make it easier to travel to and around the

town centre by foot and create a more

attractive visitor destination.

Brentford High Street: programme of

public realm works including: improved

access, wayfinding, lighting and creating a

cycling hub.

Ealing Broadway interchange: design

funding looking at complementing

Crossrail investment in a new station,

seeking to provide bus operational

improvements and enhanced pedestrian

and cycle accessibility to the new step free

station forecourt. Scheme funding has

been secured.

Harlesden town centre: design funding for

improved connections to and from the

centre, especially for those walking and

cycling. Identify if two way working can be

introduced on some stretches of the

carriageway.

Harrow town centre: proposals to

transform Harrow town centre into a retail

and cultural destination. Measures include

major improvements to the public realm

including decluttering and repaving, a new

town centre park, accessibility

improvements, Legible London and car

park wayfinding signs.

Hounslow High Street: remodelling the

High Street to improve the pedestrian

experience and the creation of two new

squares.

King Street, Hammersmith & Fulham:

reconnecting residential areas with King

Street by providing a bridge and a new

square. The project will be delivered by a

joint venture between the borough and a

private developer. The borough is running

an open competition to appoint a design

team for the square.

Park Royal Southern Gateway, Station

Square: the project provides a sense of

place and arrival at a key public transport

location at the edge of the Park Royal

Opportunity Area. Due 2013.

Shepherd‟s Bush town centre: design

funding for plans to improve linkages and

routes between the two stations on the

Hammersmith and City Line.

Southall Broadway Boulevard : a

£4.5million, three-year Urban Realm town

centre regeneration project. Creating a

safer and more comfortable environment

for pedestrians and creating safer more

convenient loading and parking bays.

Introduction of a 20mph speed limit and

junction improvements to smooth traffic

flow.

West Drayton and Yiewsley town centre:

design funding for proposals for

regeneration of linked town centres

including footway widening, better street

lighting, decluttering, creating piazzas and

improvements to bus interchange at West

Drayton station which will be linked to

Crossrail in the longer term.

Better Green and Water spaces

The Crane Valley is a valuable wildlife

corridor through the built up area of west

London. A £0.4 million grant will improve

footpaths and cycle routes; resting points

with attractive carved benches; new

signage; new footbridge across the river;

improved wildlife habitat.

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3. Further committed schemes continued

Accessibility

TfL is continuing to develop Journey

Planner based on feedback from users

and best practice. Journey Planner is

being updated to enable customers to

plan journeys with step-free access, not

only from street to platform, but

throughout the whole journey, including

from platform to train. This will

significantly improve Journey Planner

for those who require step-free access

throughout a journey. Furthermore,

Journey Planner will feature the

additional capability to re-route

journeys based on the availability of

accessibility related infrastructure. For

example, if the lifts at a certain station

are out of service, then Journey

Planner will be able to re-route the

journey to the nearest step-free station.

CO2

By April 2011 there were 30 electric

vehicle charging points installed by the

west sub-region‟s boroughs. By April

2012 there are anticipated to be a total

of 37. However the numbers are only

the points installed by boroughs, there

are more points being delivered with

other partners.

The London Borough of Hillingdon has

commissioned an emissions database

which will be used to assess changes

in emissions and fuel consumption of

individual and combinations of

measures in the Council‟s Local

Implementation Plan.

Air Quality

Maximum age limits for taxis and

Private Hire Vehicles (PHVs) have

been reduced to help improve air

quality across the Capital. Other

measures, such as providing dedicated

taxi ranks and parking bays for PHVs,

can also help improve air quality by

reducing unnecessary engine idling

and the need for vehicles to be

constantly moving. From 1 April 2012

taxi and PHV age limits will become

more stringent - new taxis will, as a

minimum, have to satisfy Euro 5

emission standards and new PHVs will

as a minimum, have to satisfy Euro 4

emission standards. Any new PHV that

is more than 5 years old will not be

licensed.

However, despite the major levels of

investment, a number of challenges

remain for west London specifically and

across the sub-regions overall. It is

therefore important that – despite the

financial constraints we are currently

facing – we continue to explore

potential additional options to address

the key challenges and plan for the

longer term to ensure growth within the

sub-region is sustainable.

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3. Further committed schemes

4. Update on the

transport challenges

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Introduction

As the previous section showed, progress on

delivery of many of the schemes and

projects identified to help meet west

London‟s transport challenges has been

considerable.

This section reviews these challenges. In

many cases this is informed by

improvements to our modelling and analysis

capability made during 2011. Sub-regional

challenges remain a key focus but this

further analysis and review of progress

against MTS challenges set out in „Travel in

London 4‟ have highlighted

some growing pressures and need for further

action in the medium-longer term across a

number of London-wide challenges to which

the west sub-region must play its part in

responding.

London is set to experience significant

growth in both population and employment

over the coming years, of which 10 per cent

of population growth is to be accommodated

in the west sub-region - the least of any sub-

region - and 13 per cent of employment

growth.

The transport challenges

4. Reviewing west London’s transport challenges

The latest London Plan forecasts

show that west London‟s population

will grow from 1.46m to around 1.59m

by 2031, focussed in the outer

boroughs and the Opportunity Areas.

Employment growth is more evenly

spread across the sub-region but with

pockets of high growth in the Western

Arc at White City, Wembley and

Heathrow.

In comparison, Underground

passenger journeys decreased by 10

per cent in aggregate during the

recession, but growth had recovered

strongly to pre-recessionary levels of

around six per cent year on year by

September 2010. Having fallen by 1.4

per cent during 2009, patronage on

London and south east National Rail

services also recovered strongly, with

year-on-year growth of five per cent in

2010/11.

Bus demand in London is continuing

to grow, by about 2 per cent year on

year. Buses are able to respond to

crowding issues dynamically through

incremental changes to the bus

network – they have provided much of

the increased capacity on the public

transport network over recent years.

Whilst there is a forecast increase in

demand, the current outlook is for no

net increase in bus kilometres.

Despite the recession, there is nothing

to suggest that the pressures

identified are likely to abate. Indeed

looking ahead the projections indicate

significant pressures as population

and employment growth continue and

the additional public transport capacity

delivered by the TfL Business Plan

commitments is filled, and the

efficiencies achievable from the road

network are maximised.

Overview of challenges

The specific sub-regional challenges

identified for the west sub-region

remain of critical importance and

central to this plan.

In addition, the London-wide

challenges of improving air quality,

reducing emissions of carbon dioxide

(CO2), and achieving the targets for -

and desired outcomes from - an

increase in the mode share of cycling

and walking all require concerted

action at the sub-regional level.

This results in a total of seven

challenges, as set out in the box

opposite.

Further investment will be needed to

avoid significant increases in crowding

and congestion and to ensure that

inefficiencies in the transport network

do not constrain the Capital‟s future

economic growth.

The following pages consider these a

little further.

Enhance east-west capacity and manage congestion

Improve access to, from and within key locations

Improve north-south public transport connectivity

Improve land-based air quality

Enhance the efficiency of freight movement

Transform the role of cycling and walking

Meet CO2 targets

Sub-r

egio

nal

London-w

ide

15

For example, without intervention,

bottlenecks on the A40 will contribute to a

forecast increase in end-to-end journey

times in the AM peak from around 37.5

minutes to over 41 minutes around 10

per cent in the peak direction. Measures

to alleviate east-west movement must not

adversely affect orbital movement.

The public transport network in the west

sub-region is well-established and the

Tube line upgrades and Crossrail

services will significantly enhance

capacity and accommodate most of the

sub-region‟s growth.

However, crowding is forecast to remain

an issue in 2031, with residual crowding

on the District, Jubilee and Piccadilly

lines on the approaches to central

London and severe crowding on Great

Western and Crossrail services.

Currently bus capacity is set to remain

unchanged overall, though the ongoing

review programme will mean regular

change to the distribution of resources in

the sub-region.

4. West London’s transport challenges: key points

16

Enhance east-west capacity and

manage congestion

Total highway travel in the west sub-

region is forecast to increase by more

than 80,000 kms per year between

2009 and 2031, or seven per cent. Over

a similar period highway congestion,

measured in terms of vehicle delay per

km, is forecast to increase by 14 per

cent in the west, with average speeds

decreasing from 28.0 kph to 26.6 kph,

or five per cent. This should be viewed

in the context of a forecast increase in

population of approximately 130,000

over the same period.

Analysis of the west sub-region highway

model indicates a number of congestion

„hotspots‟ in 2009. These include major

radial routes, such as the A4, A4020

and A40, as well as junctions on some

orbital routes such as the A312 with

M4/A4 and A406 with A4088.The

pattern in 2031 is very similar.

Comparing junction delays between

2009 and 2031 (above), highlights

worsening conditions around the Park

Royal and Wembley Opportunity Areas

and along the A4, particularly the

Chiswick Roundabout . (Absolute

figures for existing delay [2009] and

future delay [2031] are shown in

Appendix A).

Modelling of critical bottlenecks gives a

greater insight into the role they play.

Rail and Underground crowding in 2031, with currently committed investmentChange in three hour AM peak road traffic delay at junctions over the period 2009-2031

4. West London’s transport challenges: key points continued

17

Improving access to, from and within

key locations

Accessibility to each of the sub-region‟s

Metropolitan centres is forecast to improve

particularly along the Crossrail and

Overground corridors.

The Opportunity Areas (OAs) of Earl‟s

Court, Heathrow, Park Royal, Southall,

Wembley, and White City will

accommodate new housing, commercial

and other development. This growth must

be linked to existing or potential

improvements to public transport

accessibility, eg Southall and Wembley will

be served by Crossrail and the upgraded

Jubilee and Metropolitan lines

respectively; Heathrow and Park Royal

will be significantly affected by plans for

HS2. With the potential changes in

development associated with HS2 in the

west sub-region, the GLA and TfL will work

with boroughs and other stakeholders on

the development of a new Opportunity

Area Planning Framework for Park

Royal/Old Oak Common and Kensal

Canalside over the coming year.

Enhance the efficiency of

freight movement

Population and economic growth creates

major increases in freight and servicing

requirements which will have significant

congestion and emission impacts,

particularly in the west sub-region - a key

freight gateway for London.

Significant growth in the OA‟s of Park

Royal on the A40/A406 and Heathrow at

the M25/M4/A4 will place increased

pressure on these strategic routes. This

will be even greater if HS2 is constructed.

Improve north-south public transport

connectivity

The SRTP identified seven sub-regional

corridors as having north-south

connectivity „gaps‟. WeLHAM model

analysis forecasts an increase in AM peak

car journey times for these routes between

2009 and 2031. Most of these increases

are largely due to population and

employment growth. However the

increases are not uniform with bottlenecks

occurring. WestTrans commissioned a

study to analyse these issues and will

report later in 2012.

4. West London’s transport challenges: key points continued

18

NO2 concentrations in west London,

2011

Improve land-based air quality

Air pollutants such as nitrogen dioxide

(NO2) and particulates (PM10 and PM2.5)

are associated with short and long term

adverse health effects including

respiratory and cardiovascular illness.

Although MTS measures are likely to

achieve both MTS objectives and legal

EU limits for PM10 in the short to

medium term, oxides of nitrogen (NOx)

emissions will not be reduced enough to

meet either MTS objectives or EU limits

for NO2. For the objectives and limits to

be met everywhere in London, NOx

emissions within London would need to

be over 80 per cent lower in 2015 than

current projections.

Across London, exceedence of NO2

emissions limits will occur primarily

along major roads and around Heathrow

Airport – of particular concern in the

west sub-region. Ten focus areas have

been identified for action in the west

sub-region.

Furthermore, it will be important to

continue to reduce PM emissions, with a

key focus on smaller particles (PM2.5) in

order to deliver ongoing health benefits

for Londoners – according to the WHO,

guideline values cannot fully protect

human health.

Meet CO2 targets

The Mayor, through TfL and working

with other agencies has committed to

deliver the required contribution from

ground-based transport to achieve a 60

per cent reduction in London‟s CO2

emissions by 2025 from a 1990 base.

While encouraging a greater use of

sustainable modes will play an important

role, driving the uptake of cleaner

vehicle technology will be critical.

Air Quality Monitor

Focus Area

Total CO2 emissions in 2008 by 1km2

4. The west sub-region’s transport challenges: key points continued

Transforming the role of cycling

and walking in the sub-region

There has been significant progress

over the last year or so, but further

investment and initiatives are required

to meet a five per cent cycle mode

share and a 25 per cent walking mode

share target London-wide by 2031.

For walking this equates to an extra

1.1m walk trips per day London-wide.

In the west sub-region the cycling

target is four per cent

While growth in population is assumed

to bring with it a corresponding

increase in the absolute number of

walking and cycling trips wherever

possible it will also be necessary to

achieve further mode shift towards

walking so that in future trips that

would otherwise be made by another

mode are cycled or walked.

Whilst all walking trips in west London

remain at around 23 per cent, the

mode share of walking trips by only

residents of London is around 28 per

cent. This mode share is higher as

there are more local trips made by

residents of London. However, it is still

one of the lowest levels of walking in

London.

One of the key ways of delivering a

change in mode share in the sub-

region will be to ensuring that the

proportion of new trips which are

made by active modes is greater than

the current average (both by existing

and new travellers). The scope for this

will depend on the characteristics and

location of the new trips, the

demographics of the trip-makers and

the effectiveness and reach of

interventions put in place. Each

borough will have their own approach,

but coordinating between boroughs

will help maximise their effectiveness.

19

7%

4%

2%

6%

2%

5%

15%

6%

6%

2%

8%

8%

17%

16%

15%

13%

14%

15%

2%

1%

1%

1%

1%

1%

18%

38%

45%

47%

45%

37%

3%

2%

1%

2%

2%

2%

38%

32%

31%

29%

28%

32%

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Central

East

North

South

West

Greater London

Rail Underground / DLR Bus / tram Taxi / Other Car / motor-cycle Cycle Walk

1. ‘Natural increase arising from growth in population & employment

2. Mode shift amongst existing travellers

3. Higher mode share in new trips from growth in population & employment

Sub-regional mode share (2008-2011) Delivering mode shift

Source: London Travel Demand Survey 2008/9-2010/11

5. Responding to

the challenges:

beyond the TfL

Business Plan

20

5.1. Rail: Making the most of existing networks and enhancing capacity`

21

Rail

Devolution

The separate management by central

government of London‟s local railways from

those run by TfL results is a confusing mix of

ticket products, fare levels, service quality

standards and information provision for

customers.

The Mayor‟s rail vision offers an alternative.

Responsibility for London‟s inner-suburban rail

services should be devolved to the Mayor. In

that way a single coherent vision for the city‟s

railways can be made real: a single

investment strategy, a single fares policy,

consistently high levels of customer service

and safety and a network fully integrated

across all of London.

As demonstrated by the highly successful

integration of the London Overground into the

TfL network, devolution can deliver

significantly improved service quality and

operational performance.

Gross savings through adopting a more

efficient franchising model from the

Southeastern and West Anglia franchises

alone could amount to £100m over 20 years.

This money could be used to improve the

passenger experience with more reliable

services, higher customer service standards,

improved stations and higher off-peak

frequencies.

Station congestion relief

Historically, there has been poor investment

in London‟s suburban stations. However,

improvements are underway or proposed eg

congestion relief measures at Ealing

Broadway as part of Crossrail. For the period

2014-19 , Network Rail is proposing a

National Stations Improvement Plan fund.

Bids for this funding can be made when there

is a need to relieve congestion at stations.

Station accessibility

Brondesbury station is on the DfT‟s indicative

list for step free access beyond 2014 . West

Brompton and West Kensington are required

to receive step-free access as part of the

Earl‟s Court and West Kensington

Opportunity Area redevelopment. proposals

(2015-20). LB Harrow would like Harrow on

the Hill, which has significant accessibility

problems, to be addressed when funds are

available.

Service quality recommendations

Other recommendations in line with MTS

policies are more routes operated with „turn

up and go‟ frequencies, better information

and security measures for passengers, cycle

parking and gating.

Capacity schemes

Network Rail „s LSE RUS examined where

the greatest long-term capacity challenges

exist and was based on close working with

TfL to develop options to address these

challenges. In August 2011, in anticipation of

High Level Output Specification 2 (2014-

2019), TfL submitted a preferred package of

solutions to inform the HLOS2 process . This

included train lengthening to 12-car operation

on a number of South Western, South Central

and South Eastern services, additional stops

at stations such as Denmark Hill and

Peckham Rye and some additional trains. It

also included additional trains on key orbital

routes such as Clapham Junction to

Shepherd‟s Bush and longer trains on

Southern services on the WLL. Between now,

and completion in 2017, the Great Western

Main Line (GWML) is being electrified,

between London and Bristol, South Wales,

Newbury and Oxford. This important scheme

will ensure a more reliable railway, and

deliver capacity enhancements by allowing

the operation of longer trains, up to 8 cars, on

the outer suburban services between

Paddington and both Newbury and Oxford.

In the longer term, a broad case has been

identified for incremental capacity schemes

including 6-car operation on selected orbital

Overground routes and extension of 12-car

capability on South Western routes.

The LSE RUS identifies rail connectivity to

Heathrow as a strategic gap and proposes

further development of options to provide a

new western connection from Heathrow T5

going north to the GWML and a western

connection from Heathrow Terminal 5 going

south to the Windsor lines via Staines. The

former has considerable support and Network

Rail are progressing feasibility work.

TfL will also give support to promising rail

proposals from Network Rail, boroughs and

others which offer connectivity benefits

between the sub-region and Heathrow

Airport.

Underground upgrades

The Bakerloo line and Piccadilly line

upgrades are likely in the 2020„s. Central line

fleet replacement including associated power

/ upgrade signalling works is anticipated in

mid-to-late 2020‟s.

Next generation „EVO‟ trains are to be

introduced. These are shorter, lightweight

articulated vehicles, which passengers can

walk through with double doorways

throughout. They allow for a higher degree of

reliability and automation. Being energy

efficient and air conditioned, reduces the

need for costly power supply and tunnel

cooling infrastructure.

5.1. Rail: extensions

22

Croxley Rail Link

The Croxley Rail Link is a proposed

diversion and extension of the

Watford Branch of the Metropolitan

line to Watford Junction via Watford

High Street. New stations will be

provided on the new rail link at Ascot

Road, which forms a park and ride

site for the area, and Vicarage Road

serving the Watford General Hospital

and the proposed Watford Health

Campus development. As part of the

proposals the existing Watford

Metropolitan terminus station will

close to passenger services.

Hertfordshire County Council (HCC),

LU, Network Rail, Watford Borough

Council and Three Rivers District

Council are working in partnership to

deliver the project.

In December 2011 Croxley Rail Link

was awarded central government

funding required for its construction.

HCC and LU are proceeding

through the Transport and Works Act

Order process which is the statutory

means for gaining the powers to

construct, operate and maintain the

link.

Economic, housing and

environmental benefits will come

from better transport links between

Watford, Hertfordshire and London

as a whole.

5.1. Rail: connections to HS2 and Heathrow airport

23

Artist’s impression of possible future Old Oak common station

Vision for Old Oak Common

Hammersmith & Fulham have aspirations

for large scale regeneration at Old Oak

Common. Sir Terry Farrell has been

commissioned to produce a masterplan

for the site. These plans would see

approximately 10,000 homes and 40,000

jobs created. Major improvements to the

local transport network would be needed

in order to accommodate a new

development of this scale. The

masterplan discusses the following

transport links:

• Local highway connections would be

needed to link the site to the strategic

road network, in this case the A40 and

A406.

• Pedestrian links to Willesden Junction,

Kensal Gasworks and Park Royal would

be required.

• A light railway or other light rapid transit

system to transport residents within the

site and to allow access to key transport

interchanges and trip attractors.

TfL is supportive of regeneration

associated with a new transport

interchange, but concerned about the

development impact on the operation of

the Crossrail depot. In particular,

Crossrail Ltd are not making any

provision for the required piling for

„decking over‟ the Crossrail depot,

meaning that any future development

cannot be located directly above the

depot. The GLA will be leading an

Opportunity Area Planning Framework

study in 2012 investigating, amongst

other things:

• Improved public transport links

• Development potential

• Improved highway links

• Links to Park Royal, Willesden Junction

and Kensal Gasworks

• Interface with other railway land,

including Crossrail depot

• Looking at possible connectivity to the

West Coast Main Line

In January 2012 the Government gave the

go-ahead for plans for HS2 a new high speed

rail link to be progressed towards a Hybrid

Bill submission in late 2013. There is some

local opposition which TfL will work with the

boroughs, such as Hillingdon, to address

these concerns as soon as possible.

Implications for the west sub-region

The majority of the issues for the west sub-

region centre around the potential for a new

interchange at Old Oak Common, though

there is local opposition against the

environmental impacts from boroughs such

as Hillingdon. The plans for HS2 would result

in an interchange between Crossrail and HS2

trains.

TfL and Hammersmith & Fulham believes the

current plans offer insufficient local access to

the station. Access would be limited only to

those on Crossrail. Despite the North London

Line and West London Line both passing

through the Old Oak Common area, the

Government‟s plans for the station do not

include links to these lines. A well connected

interchange at Old Oak Common, including

London Overground services, would offer

direct connections to key centres in west

London, including Wembley and Harrow, as

well as providing enhanced connectivity

across the sub-region. The figure above

illustrates the potential connectivity made

possible by a well connected station at Old

Oak Common.

HS2 Phase 2 plans for a spur to Heathrow. In

the interim travellers accessing Heathrow will

need to interchange at Old Oak Common.

24

5.2. Enhanced interchange

Some locations in the west sub-region are

well suited to the concept of strategic

interchange, as defined in the MTS. The

scope will be influenced by the progress

made in the implementation of funded

schemes (such as Thameslink) and

unfunded major schemes such as Crossrail

2, HS2 and station upgrade works.

Ealing Broadway

There is great potential to build on the

development of the Crossrail station at

Ealing Broadway. The interchange

opportunities are already significant,

including between national rail services and

two Tube lines (District and Central).

However, as with all of the new Crossrail

stations, the rebalancing of buses around

the stations is an important consideration in

future plans.

Heathrow

The west sub-regional transport plan

emphasises the important role that

Heathrow plays in the sub-region as the

UK‟s only hub airport and a major driver of

economic activity. BAA has invested

heavily in transport infrastructure at the

airport and has been particularly active in

working to develop, in collaboration with

other transport operators, a wide-ranging

network of services and continues to aspire

to improved rail connections to the airport,

particularly from the west, as well as

increasing modal shift towards more

sustainable travel modes. With seven rail

stations and two transport interchanges,

Heathrow is already a major multi-modal

transport interchange, as well as the

busiest bus and coach hub in the UK. With

the introduction of Crossrail services from

2019, a potential new western rail

connection to Reading and Slough, and a

direct link to the new high speed rail

network, Heathrow‟s role as a major

interchange is likely to increase.

Taxis play a key role at Heathrow Airport

with taxi ranks appointed to serve each

terminal, with the ranks in turn fed by the

largest taxi feeder park in London.

Old Oak Common is identified in the

Government‟s latest plans for High

Speed 2 as a strategic interchange

between High Speed 2, Crossrail and the

Great West Mainline rail services.

London Overground rail routes are

nearby, as is Willesden Junction - a key

hub in the Overground network. TfL

consider it vital that the nearby

Overground routes are integrated into

plans for the Old Oak Common

interchange. This would enable a direct

route from London Overground stations

in North London to Old Oak Common, as

well as potential new routes connecting

Brent Cross / Cricklewood and the

Thameslink route towards Luton directly

to Old Oak Common.

TfL will lobby for the integration of the

London Overground network into plans

for the Old Oak Common interchange as

planning for HS2 progresses.

Willesden Junction

Willesden Junction already plays a

significant role as a strategic interchange

in the west sub-region. It allows transfer

between the radial Bakerloo line and the

orbital North London Overground Line.

The extension of the Overground network

from Dalston Junction to Clapham

Junction via Surrey Quays will complete

the London Overground orbital railway

around the Capital later in 2012.

Ensuring there are good connections,

both surface and rail, between Willesden

Junction and a potential HS2/Crossrail

station at Old Oak Common needs to be

an important consideration in future

development in this area.

Other interchanges

All mainline stations and major

interchanges have taxi ranks, for

dedicated use by licensed taxis. These

can also be useful for providing a taxi

supply for hotels, shopping centres and

areas with busy late night economies.

With the reductions in vehicle emissions

and congestion, and increased safety

associated with taxi ranks, identifying

additional locations within the sub-region

for the short to medium term would be

useful.

5.3. Making the most of existing networks: overview of the different priorities on the road network

As highlighted in section 4, congestion is

already a challenge on many of the roads in

the west sub-region – and is set to get

worse in the longer term as growth

pressures continue (both background and in

particular areas associated e.g. with

Opportunity Areas) and many parts of the

network reach saturation point.

The road network plays a vital role in

ensuring access to key places by a range of

modes, including bus, cycling, car and taxi.

It is also vital for supporting the increasing

needs for freight /servicing that keeps

London functioning. But while the strategic

links help ensure places are accessible and

vital, they can also impact negatively,

creating severance and environmental

problems, undermining any real sense of

place, and seeing conflicts between users

with resultant safety impacts and impacts on

the attraction of alternative modes.

Tackling congestion and ensuring good

access to key places is thus a priority within

the sub-region, but so too is creating better

places, improving road safety, supporting

cycling and walking and improving the

environment. There are often synergies

between the different aims – but there are

also potential tensions in particular locations

and difficult decisions and trade-offs will

have to be made.

TfL is keen to work with boroughs through

the corridor process established to assess

these issues and to agree the strategic

priorities in different areas. The ongoing

work via the sub-regions will help strike the

balance between these different priorities in

different places and the measures needed

to support the agreed outcomes.

The benefits from better management and

operation of the network clearly need to be

maximised, but there are inevitably

limitations. In growth areas, development

of the road network may be vital to enable

growth to be unlocked. And on some of

the strategic corridors further action

potentially in terms of capacity solutions

may be needed.

In other areas, place functions and

priorities such as safety / cycling need to

be prioritised. As London grows, we must

not only seek to mitigate the environmental

pressures, but think innovatively about

enhancing the quality of places and their

future „shape‟. For Opportunity Areas,

there is the potential to embed a different

approach from the outset and steer less

car dependent growth. In many Inner

London areas, where public transport

accessibility and the density of service

provision is relatively high, there would

appear to be significant scope for a more

ambitious approach, with opportunities to

develop inspiring places, reduce car use

and promote significantly higher

sustainable mode shares. In many areas of

Outer London, the reliance on private car is

likely to continue. But even in many outer

town centres, given the relatively high

number of short car trips, there should be

potential to switch many trips to walk /

cycle and encourage different models of

car ownership and use e.g. car

clubs/share.

There could also be potential for reducing

and re-timing freight deliveries.

The following pages highlight some of the

ways in which these issues are being

tackled and the corridors and hotspots that

are of particular interest.

There is a range of measures that can be implemented in relation to the road network to

achieve the different priorities. The balance between them will clearly depend on the

priorities in particular locations.

Road safetyCongestion

Access to and within key places

– by different modesThe quality and sense of place

25

Potential measuresDifferent priorities

a) Better

management

and operation

b) Demand

management

c) Mode shift

to public

transport,

walking and

cycling

d) Better

streets and

re-balancing

places

e) Capacity

for movement

of people and

goods

Road safety

26

5.3. Road / street network: overview of the different priorities

27

Destination of short car trips – inter-peak period (10am – 4pm)

Short Car Trip (20 mins)

Destination E30 New Urban

Colonist

5.3a and b. Better management and operation, and demand management

Managing demand and mode shift

In addition to measures to enhance public

transport, there are also significant

opportunities to encourage mode shift to

walking and cycling. Alongside initiatives

to reduce the impact of freight

movements, these are likely to reduce

levels of congestion on the road network,

as well as reduce parking pressures, CO2

and other air pollutant emissions.

Targeting measures for mode shift work

best where there are alternatives

available, as well as where there is a

propensity to shift mode in the first place.

Even in places where people still rely on

cars there is potential to reduce the level

of car dependency, eg via different models

of car ownership, such as car clubs.

Every day, Londoners make more than

0.5m trips under 1km and 1m trips

between 1-5km by car. Nearly three

quarters of car trips shorter than 20

minutes are wholly contained within a

single borough, for car trips shorter than

10 minutes, this increases to around 85

per cent. Whilst these trips may be

associated with trips to/from town centres,

there is a concentration of trips beyond

inner London for trips outside the peak

periods (see figure).

There is a „toolkit‟ which could be

implemented in places where there is a

high potential for mode shift, through a

combination of development planning,

better balanced streets and targeted

information provision (see later section).

In the case of households requiring

access to cars, there are some areas

where the take up of car club membership

is more likely and could have a greater

impact. For instance, households with

more than one car generate a

disproportionate number of short car trips

– just 28% of car-owning households own

more than one car but about 40% of car

trips under 20 minutes are made by

people in this group. The impact of

shifting one car to a car club car is shown

to reduce the amount of short car trips

and can reduce and the pressures on

space and environment.

In 2011, Borough Demand Analysis Packs

for car clubs were circulated to boroughs

which helped to support the case for

expansion of car clubs and to inform local

discussions with operators. Furthermore,

if the implementation of these car clubs

were to be fully electric, with a focus on

EV infrastructure to support it, the CO2

and air pollutant emissions would be

reduced.

In the west sub-region there is good

potential for car club implementation on

the borders of Ealing, Hammersmith &

Fulham and Hounslow. This will

particularly link to boroughs in the south

sub-region.

Mode shift reductions can also be

achieved through car-sharing. Heathrow

has made significant improvements in

reducing single occupancy using this

approach.

5.3a. Better management and operation: freight and servicing

28

New opportunities: Olympics legacy

The Olympic and Paralympic

Games in 2012 will bring

opportunities and challenges to

freight and servicing across

London, including in the west sub-

region. TfL is currently working with

businesses to ensure that they are

as prepared as possible for the

Games, including analysing road

network impacts on each Games

day. But this also provides a great

opportunity to build on the lessons

learned during the Games for

continuation during legacy.

This will involve testing the long

term applicability of the “Four Rs”

approach, as developed with the

freight and logistics industry deliver

freight behavioural change for

different sectors and areas, by:

• Reducing deliveries;

• Revising the mode;

• Re-timing; and

• Re-routing

The roll-out of existing freight and

servicing measures, such as CLPs

and DSPs, should be implemented

at new developments, not only

those in areas of high congestion

around town centres. In an early

case study of a DSP at TfL‟s

Palestra office in Southwark in

2009, deliveries reduced by 20 per

cent overall, with even greater

reductions in deliveries (c.40 per

cent) for catering supplies,

stationery supplies and archiving.

The reductions in freight trips have

a much wider impact than in the

immediate vicinity of the office

locations.

Further measures for

implementation in the west sub-

region should include:

•Influencing public sector

procurement practices to

encourage use of consolidation

principles (eg NHS, schools etc, to

reduce the need for

separate/uncoordinated deliveries,

without the need for consolidation

centre technology).

• A similar approach could be used

at Business Improvement Districts

(BIDs) in the west sub-region to

reduce the number or shift the

timing of deliveries to an area.

•Use of section 106 agreements to

improve the effectiveness and

enforcement of planning conditions

related to freight and use of pooled

contributions.

•Making better use of street-space

during different times of day, eg

shared use of loading space at

different times of the day with other

uses such as footways; or use of

new technology for finding and

booking loading bays

•Investigating the potential for a

consolidation centre located in the

sub-region

•Identifying locations where out-of-

hour deliveries could be

implemented more, building on the

2012 Games lessons for legacy

operation

•More consistent enforcement

between boroughs to minimise

possible confusion and provide

clear standards for operators to

conform to.

In addition to implementing further

measures there is a clear need to

get a better understanding of the

servicing sector and van use in

London overall and also particular

areas. Identifying locations in the

west sub-region which would be

willing to participate in a case study

exploring this would be welcomed.

Responding to the current and future freight

and servicing challenges will require a

flexible and innovative approach to meet the

specific demands across west London

Existing measures

Current freight initiatives aimed at improving

the efficiency of freight movement and

improving its contribution to other mayoral

goals include the Freight Operator

Recognition Scheme (FORS), Delivery and

Servicing Plans (DSPs), Construction and

Logistics Plans (CLPs) and the Freight

Information Portal. These are complemented

by measures such as safeguarding wharves,

improving rail freight facilities, and

encouraging quiet out-of-hour deliveries.

Heathrow Airport is a pioneer of freight and

goods consolidation in west London with a

large Construction Logistics Centre at

Colnbrook established for the T5 project and

still in operation, and a Retail Consolidation

Centre at Stockley Park. Both aim to reduce

overall HGV movements to the airport,

reduce movements during peak hours (hence

relieving congestion) and enable efficiencies

in logistics practices.

Local Freight Movement

Operational Strategy – Harrow

Harrow has prepared a freight

strategy to balance the ease

and efficiency of freight vehicle

access with the environmental

and social impacts imposed on

the local area. This means

reducing:

•the amount of freight traffic on

inappropriate roads

•freight journeys through the

borough that do not use

permitted freight routes.

Following public consultation the

strategy will be implemented

over the next two years using

£160k of Harrow and LIP

funding. It includes a signed and

dedicated freight route in Harrow

that serves all the borough‟s

major destinations, improved

information for freight operators

and satellite navigation

suppliers, loading bays at

appropriate destinations and

better enforcement of restricted

roads.

5.3c. Mode shift: bus

29

Short Term

Short term changes in demand from

new developments, particularly

housing , will be accommodated

through adjustments of existing

services or extra services where

funding is available.

New bus links have been prepared for

the retail and residential development

at Wembley, including the relocation of

Brent‟s Civic Centre into the area by

2013.

Improvements to reliability will be

possible through planning using

additional data, eg ibus, and through

better management of projects

affecting the highway, including

roadworks.

In some cases the scope of bus

priority measures may be changed in

the short term, with boroughs and TfL

working together to maintain the

efficiency of existing priority and

keeping potential facilities under

regular review.

The most important locations will

remain the town centres as hubs of the

network and corridors with high bus

frequencies.

The measure of bus reliability, Excess

Wait Time (EWT) shows improvement

in each borough of the sub-region.

Medium Term

Bus services are designed as part of

the wider transport network. Good

integration with rail, tram, walking and

cycling helps maximise overall benefits.

The opening of Crossrail towards the

end of the decade will significantly

change the capacity needs in the west

sub-region. TfL is undertaking work on

the possible reconfigurations of the bus

network required as a result of the

changes. Furthermore, the

developments associated with Park

Royal, Southall and Wembley, as well

as the concentration of employment at

Heathrow, will impact on the bus

network.

At Southall, the gasworks development

site is adjacent to the Crossrail station.

There are plans to possibly create new

road links to the site, which, along with

the development opportunities could be

used to provide faster journey times to

and from Southall and Hayes.

It is possible that the one-way traffic

system east of Wembley Stadium will

be reconfigured to become two-way.

Additional bus terminating space will be

needed in the area

At Park Royal the challenge will be

continuing to provide an effective set of

bus connections to the surrounding

area. Opportunities may arise to justify

greater levels of bus priority in the

areas on the border of the area,

particularly in the context of links to Old

Oak Common and the Crossrail station

at Acton Main Line, and this will be

considered. Ensuring that there is

sufficient space for terminals near to

where routes end is a key priority to

enable the network to operate reliably.

These are often in town centres where

demand for space is limited.

Furthermore, garage capacity is

essential to providing a bus network.

Garage locations in the sub-region are

generally well-matched to the network

they support.

Long Term

All of the challenges of the medium

term will carry through to the longer

term beyond 2020. There may be

opportunity to exploit selective additions

to the road network where justified by

intensification at new developments and

in Opportunity Areas, for example at

Old Oak Common. In these locations

the case for bus priority should always

be considered from the earliest stage of

design.

Supporting growth

Bus is the only public transport mode

serving all areas of the sub-region.

Bus services and bus infrastructure are

therefore relevant to almost every

medium or large-scale planning

exercise in London.

The table over the page shows the

main hubs of the bus network in the

region and gives examples of

residential, commercial and social

development which could be supported

by investment in bus services or

infrastructure. Some are existing sites,

others are forthcoming or aspirational.

Strategy

The development of the bus network will

continue, in consultation with boroughs and

other stakeholders, with the strategic aim

being to maintain a network which is:

• Frequent;

• Comprehensive ;

• Reliable, and;

• Easy to use.

This strategic aim is based on the priorities

of existing passengers and potential

passengers. However, there are different

responses to the challenges over the short,

medium and long term.

Place-type Locations in the sub-region Pressures include: Measures to support bus use Examples where undertaken

Major hubs

Ealing, Uxbridge, Hounslow,

Harrow, Hammersmith,

Heathrow and Shepherd‟s

Bush Population growth creating

pressure on roadspace and

terminal capacity

• Direct access to major passenger interchanges

• High quality interchange facilities

• Sufficient terminal capacity

• Bus priority on approach corridors

Masterplanning exercises in various

major town centres, eg. Crossrail integration

Other significant hubs

Southall, Chiswick, Greenford,

Acton, Ruislip, West Drayton,

Fulham, Wembley and

Willesden

Crossrail integration

Residential areas Throughout the area.

Requires additional public

transport capacity

• Direct alignments through the site

• High quality bus stops

• Bus terminals where appropriate

• Bus priority on-site and on adjacent links

Southall Gasworks site (LB Ealing)

Commercial sites

Industrial, office, retail and

leisure sites throughout the

area.

Park Royal (LBs Ealing and Brent)

Heathrow Airport and surrounding

areas

Social facilities Healthcare and education sites

throughout the area.

Healthcare reorganisation schemes,

eg. use Health Services Transport

Analysis Tool to efficiently plan health services to reduce transport impact

30

5.3c. Mode shift: bus

The effectiveness of bus service

improvements always depends on the

supporting infrastructure, both in new

developments and at other places

served by the routes in question. For

example, intensification of bus services

between a town centre and a new

housing area can be supported by bus

priority on–site but will also need new

terminal capacity in the town centre.

31

5.3c. Mode shift: walking

- 50,000 100,000 150,000 200,000 250,000

04 Hammersmith & Fulham

18 Brent

21 Ealing

24 Harrow

26 Hillingdon

27 Hounslow

Possible distribution of growth by borough 2006 - 2026, west sub-

region

Walk trips 2006 Natural growth

Mode shift in new population Mode shift in existing population

Walking is the most used means of accessing

district town centres. It‟s also the second most

used means of accessing all types of town

centres after buses, with mode share

increasing by three per cent (to 28 per cent)

since 2009.

Those who walk to town centres spend the

most per head per month (£373) – substantially

higher than any other mode (buses are next

closest on £282). Pedestrians also spend more

per month in every type of town centre than

any other mode; average monthly spend in

town centres by pedestrians has increased

from £360 in 2009 to £373 in 2011.

The west sub-region has realised 71 per cent

of its walk potential, this is the proportion of

trips that could be walked actually being

walked. This means there are 438,000

potential walk trips existing in the west sub-

region. Suggested areas of focus include:

Hillingdon and Ealing. Willesden Green is a

useful example to feature here, reducing the

dominance of motor traffic to the benefits of

place activities.

Through the Mayor‟s Making Walking Count

programme, TfL is focusing on three main

themes:

• Infrastructure

• Information

• Promotion

Each theme is supported by a series of walking

programmes and projects that deliver walking

enhancements and realise the Mayor‟s walking

objectives.

Key Walking Routes

TfL has been working with boroughs

for a number of years to implement

Key Walking Routes. A Key Walking

Route links together places that

people need to travel between, with

high quality walking facilities.

Key Walking Routes offer proven

potential to increase walking trips

and pedestrian numbers. They also

support town centre regeneration

and local businesses whilst helping

to reduce the number of short car

and public transport trips

undertaken. The choice to walk to

and within town centres across

London has to date often been

inhibited by poor walking

environments that encourage car

dependency.

The type of place that Key Walking

Routes might link together includes:

•public transport stations and stops

•schools

•local shopping parades and centres

•health, care and community centres

•leisure facilities

•other key destinations

Key Walking Routes directly tackle

the factors that Londoners

consistently state as preventing

them from walking more often

(Attitudes to Walking, TfL 2011) and

might include a mix of the following:

•widened and repaved footways

•new and improved pedestrian

crossings on desire lines

•improved accessibility through step-

free access

•removal of obsolete signs, poles,

columns and railings

•trees and planting to green streets

•seating

•removal of hiding spaces and blind

corners

•signing, in particular Legible London

•street lighting for pedestrians

•shared space

Key Walking Routes are applicable

to central, inner and outer London

but are especially relevant to

metropolitan town centres where

known walking potential exists.

Key Walking Routes should be

implemented in areas that are

currently used by large volumes of

people or places with a known

pedestrian demand that is not being

met. They should be based on an

understanding of pedestrian needs

and behaviour.

It is important to emphasise that Key

Walking Routes are not about one-

off treatments, but are coordinated

approaches to walking

improvements.

The west sub-region has one Key

Walking Route, in Willesden Green,

Brent.

32

Key building blocks for growing

cycling in west London:

Cycle Safety

The cycle KSI rate has decreased by

seven per cent (2008-2010). However,

the absolute number of cycle casualties

has increased in recent years and the

perception that cycling is not safe is the

reason most frequently given by non-

cyclists to explain why they don‟t cycle

more. London‟s roads must be safe for

cyclists, and feel like they are.

• Reducing conflicts between cyclists and

other vehicles through a joined up

approach of education campaigns, more

enforcement and road space

improvements

• Working with the freight industry to

improve safety for cyclists with

innovations in technology/vehicle design

eg Hammersmith & Fulham and

Hillingdon.

Cycle Security and Theft Prevention

Cycle theft is still a big problem in

London and a major factor in putting

people off taking up cycling as well as

causing new cyclists to revert back to

cars/public transport.

• Provision of more secure cycle parking

and increased cycle registration

Helping people to make the change

There are many people who are „just like‟

cyclists but do not currently cycle,

offering a substantial „near market‟.

Measures designed to encourage leisure

travel as a „first step‟ include events,

training and quiet or off-road cycle routes

Some of the forecast population growth

in west London is amongst groups of the

population which currently have a low

propensity to cycle and tend to aspire to

drive, eg young families.

Expanding the appeal of cycling to a

wider group of people - especially

women, people from ethnic minorities

and lower income groups – is important.

• Making cycling affordable for low

income groups eg bike libraries,

improving access to cycle-to-work

scheme, community insurance, company

bikes (like company cars), green points.

• Making the most of events such as

„Marathon on Wheels‟ to inspire people to

cycle.

Helping existing cyclists move

to/within London

Measures to help keen cyclists who

move to London and find they don‟t have

the cycle facilities they were previously

accustomed to eg storage space at home

and/or work, safe cycle routes

Integration into places

Ensuring cyclists needs are taken into

account when designing new places,

from long-distance cycle commuters to

young children learning to ride a bike.

• A series of Cycle Hubs (such as the one

being built in Ealing) in high density

destinations – dedicated routes,

wayfinding, secure parking, maintenance,

cafes and cycle shops. Heathrow airport

has a cycle hub for staff.

• High quality interchange between

cycling and public transport, particularly

rail

• Developing cycle hire solutions for

centres outside of the central zone such

as Ealing and Harrow.

• Supporting the private sector to develop

commuter cycle hubs offering paid-for

cycle storage, maintenance, changing

room and locker facilities at major

employment destinations.

• Networks of connecting routes and

cycle friendly treatments in local centres

– quiet routes for accessing schools or

for leisure travel; fast, direct routes for

commuters („Principal Cycling Routes‟);

improved legibility and permeability of

streets.

• Visible and easy-to-follow routes to

access shopping and leisure

destinations.

• Consistent wayfinding

5.3c. Mode shift: cycling

There are high densities of potentially cyclable trips

in inner London and in the outer London town

centres. West London has significant cycling

potential that is concentrated in the large urban

centres such as Ealing, Harrow, and Shepherd‟s

Bush. This offers an opportunity for focused

interventions.

Policies relating to road network management,

public transport provision and place-shaping can be

as influential as policies targeted specifically at

cycling in the choice to cycle, or not.

Using lessons learned from Biking Boroughs for

inner London could help capitalise on significant

potential – learning from success stories such as

Ealing to create a bespoke package tailored to the

needs of inner London boroughs.

Alongside this , TfL could work with all outer London

boroughs to roll-out the types of activities from

existing Biking Boroughs to ensure consistently high

levels of cycling provision.

On the strategic road network, there needs to be

enhanced focus on improving the cycling

environment – starting with the review of key TLRN

junctions and CSH junctions which started late 2011

and will continue until June 2012 with any junction

improvements delivered after the 2012 Games.

A focus on new development and, for example,

embedding cycling even more strongly within OAPFs

and masterplanning will be key to delivering the step

change required.

Hounslow wish to extend CS9 from Hounslow town

centre.

There are significant challenges in the medium term

and continued investment will be vital.

The diagram above shows one possible model for how growth in cycling may be achieved. By

focusing activity in growth areas to achieve a London-wide mode share above five per cent,

boroughs could reduce the mode shift from existing trips needed – but given lower growth levels

in the west than other regions, measures to encourage people to switch mode are likely to be

particularly important.

Harrow has a history of successful schemes such as Station

Road town centre improvements, 20mph zones around

schools, Petts Hill Bridge Improvement and promotional

events such as Dr Bike and free cycle training.

The following improvements are committed and are in varying

stages of completion:

• College Road two-way cycle improvements

• Rayners Lane Station access scheme

• Streatfield Road / Christchurch Ave

• Clamp Hill / Uxbridge Road cycling corridor

• Cycle skills travel maps for all schools in the borough that

have a travel plan.

Harrow has future ambitions for the following schemes:

• Completion of strategic cycle network along Marsh Road,

Pinner Road and Hindes Road.

•Belmont Trail linking Stanmore to Wealdstone and beyond

Brent – to provide a cross borough north-south link.

• New cycle hire/parking schemes such as those carried out in

Guildford and Ealing by Brompton.

A demonstration of cycling in Harrow

Harrow is a proactive cycling borough and a watching

partner of the Biking Borough programme. The borough

is looking to improve some potential off-road shared

use cycle tracks such as upgrading the existing disused

railway line approximately 2.5 km in length known as the

Belmont Trail, as well as providing secure cycle parking

at key locations, cycle training and promotion.

Successful campaigns have previously been targeted at

families, a key potential cycle growth area in the

borough. Harrow’s Local Implementation Plan has set

out further ambitions for cycling improvements, many

TfL also encourages boroughs to prioritise measures in LIPs funding, and for both

them and TfL to maximise leverage for third party contributions potentially via

development and sponsorship. This is especially important in Harrow as there is

potential for large scale private sector development in the future. Partnership

working between TfL, borough councils and the local community will be essential

to maximise the impact of limited funds on encouraging the uptake of this

sustainable mode of travel.

The cycling ambitions of Harrow and work by Sustrans, along with

TfL research into cycling potential and cycling infrastructure, have

informed the package of potential measures detailed below:

• West London Greenway: attractive cycle link between Stanmore and River Thames, providing improved links between Harrow, Brent and Ealing.

• Further work to the Sustrans Greenway Network

• Cycle parking retro-fitted in or near existing residential areas and workplaces, and required in all new developments. Workplace match-funding.

• Further speed reduction schemes such as 20mph schemes around schools to facilitate school children and family cycling.

• Cycle training and promotion, particularly focusing on groups who have been identified as less likely to cycle such as women and people from

some minority ethnic groups.

• Further Sky Rides focusing on routes within Harrow.

• High quality cycling facilities around the outer edges of Harrow, potentially including leisure bike rental schemes.

These potential measures focus

on the town centre and large

residential/business

development. To be effective,

they need to be targeted to high

potential areas and groups. New

infrastructure must also be

supported by non-infrastructure

measures such as cycle training

and marketing to improve public

awareness and confidence.

• Improvements to access of the town centre from all

feeder routes. Cycle permeability across the main

roads around the town centre are currently poor and

deter both cyclists and pedestrians. There is potential

for trials of cycle access in pedestrianised routes.

• Town centre cycle hub. This would provide capacity for

increased cycling mode share for trips to the town

centre. Suggested locations are the rail and bus

stations . They could include a service & repair shop

and bike rental system with a key focus on secure cycle

parking.

• Improved cycle parking. Focus should be around

Harrow & Wealdstone, Northwick Park, West Harrow

Station, St Ann’s Road and College Road.

• Improving cycling conditions along key routes. This

includes further improvements to Station Road, giving

a larger road allocation to cyclists.

• Campus cycle rental scheme. This could be set up

working in partnership with cycle manufacturers, Brent

Council, the university and hospital. This could reduce

short trips taken by students via the Tube, and help to

raise the profile of cycling in Harrow.

of which are incorporated in the ideas below. The approach

outlined is an initial demonstration of the level of

investment and type of measures likely to be necessary to

transform cycling in Harrow. To achieve a step change in

cycling a package of measures is needed, which is best

delivered by the boroughs and supported by TfL. TfL is

keen to work with the other boroughs in the west sub

region to identify the priorities within each area. Although

no specific funding is currently identified for such

measures, this work will help shape TfL discussions in the

context of Business Planning.

Harrow Borough Approach

Harrow Town Centre Approach

33

5.3d. Better streets and re-balancing places

34

Measures to promote this include:

• high quality interchange: walking /

cycling / public transport

• accessible crossings, removal of

guardrail, widened footways in key

locations, de-cluttered streets

• „greening‟ of the street environment,

•simplified junction designs, removal

of traffic signals, widened footways

and improved accessibility

• improved walking routes and

wayfinding. Ealing, Harrow, H&F and

Hounslow are already or will be rolling

out Legible London

• ensuring that all new development

inspires people to walk and cycle and

includes high quality urban realm and

cycle parking facilities

• making the most of mass

participation events to inspire people

to walk and cycle and see places in a

different light

• new ways of thinking about costs

and incentives – creating financial

incentives to walk / cycle and

encouraging people to shop locally

and reduce car use for short trips

• improved connections to green

spaces; green grid links

• exploration of 20mph zones in

defined locations

• development of „future urban

villages‟ to bring together a

comprehensive package of measures

to help reduce car dependency,

encourage active travel and deliver

environmental benefits

Hillingdon is undertaking studies for

the area around Hayes station and

towards the town centre, looking to

support the redevelopment of the

Blythe Road areas situated in the

heart of the Heathrow OA.

It will also be important to continue

the Mayor‟s „London‟s Great

Outdoors„ programme. In recent

years this programme has enabled

various schemes to be taken forward,

including Greenford, Harlesden and

West Drayton.

Good access for buses and ensuring

the infrastructure to support these

services (eg stands) is vital to ensure

places remain accessible for work or

shopping or leisure – but it is vital that

these are planned in conjunction with

the wider aims for the area.

Process for moving forward: thinking

re how to develop places linked in to

area / corridor studies – prioritise

differently in different areas.

It is important to improve the 'attractiveness' of

key places in west London to live, work and

visit, putting pedestrians and cyclists at the

heart of our thinking. With the forecast

increases in population and employment in the

sub region it will also be necessary to seek

improvements in the efficiency of people

movement along certain corridors – including

bus, walk and cycle - ensuring good access to

town centres and other key places.

As buses are efficient users of scarce road

capacity, implementing priority for bus

passengers is one effective way of dealing with

travel demand arising in line with the expected

growth in London‟s population.

Station Road, Harrow town centre Originally a dated street dominated by the needs of

motor traffic built up over decades. The street scene was renewed with granite paving,

removal of street clutter and easier crossing with reduced through traffic and low kerbs. The

carriageway was widened to allow two way bus movements, unlocking two way operation for

other town centre roads. Traffic signals and priorities at the junctions were revised. New street

furniture was installed including granite benches, bins, lights and trees (in Autumn 2011).

Additional loading bays were put in to facilitate the servicing of businesses. Additional

disabled bays were installed off Station Road and public spaces created with seating and

shade. Harrow intends to continue area improvements in the town centre.

Before

After

5.3d. Managing streets: London’s Great Outdoors

35

London‟s Great Outdoors, launched

in 2009, brings together a wide range

of projects and investment to

improve the quality of, London‟s

streets, squares, parks and open

spaces. Through the Great Outdoors

programme a number of public space

projects have been delivered across

the central sub region eg Exhibition

Road.

The Mayor‟s lead provides strategic

leadership for regional partners and

stakeholders, creates momentum,

and brings investment from other

sources, including the private sector.

The 2012 Olympics has brought the

world‟s attention to London and

thousands into its public spaces. The

spirit of collaboration has been

exemplary, delivering great places

such as Piccadilly-two-way and the

Southbank for this global event.

Investing in public space sits clearly

within the London Plan, as well

helping to deliver on many of the

policy aims of the Mayor, such as the

MTS, Biodiversity Strategy, London

Health Inequalities Strategy and

Draft Climate Change Adaptation

Strategy. This follows through to

more detailed documents, such as

the Supplementary Planning

Guidance for the All London Green

Grid.

Since 2009, a range of projects have

been completed under London‟s

Great Outdoors. By the end of 2011,

45 projects had been completed, and

a further 35 are on track to be

delivered by summer 2012.

These projects, all investing in the

public space to some degree, have

been delivered with productive

collaboration with the boroughs by

Transport for London and the London

Development Agency, supported by

Design for London, and championed

by the Mayor‟s Design Advisory

Panel and others.

One of the successes of London‟s

Great Outdoors programme has

been the demonstrable ability to

leverage funding from other sources.

Since 2009, the programme has

expanded from £225million in

secured funding to £355million. This

investment in public space is not all

from the mayor; £171 million has

been leveraged from third parties.

The Mayor remains committed to

supporting the quality of design of

public and open space, across the

full range of projects. The Great

Outdoors programme will be revisited

in 2012 and will continue to deliver

the good work from the initial Great

Outdoors programme as well as

focusing on areas such as High

Streets and London‟s green spaces.

The Mayor‟s Transport Strategy states that

TfL will give consideration to new road

schemes where these is an overall net

benefit when judged against the following

criteria:

• Contribution to sustainable

development/regeneration including

improved connectivity.

• Extent to which congestion is reduced.

• How net benefit to the environment can

be provided.

• How conditions for pedestrians,

cyclists, public transport users, freight

users and local residents can be

improved.

• How safety is improved.

In tackling congestion there are a number of

potential solutions (albeit that these may

help mitigate potential increases rather than

„solve‟ the problem). The previous sections

emphasise what could be done e.g. in

relation to encouraging mode shift, reducing

demand for travel by car and promoting

more sustainable freight transport – but

there are limits to what can be delivered in

terms of journey times and reliability given

the traffic levels at which the network is

operating.

Given the importance of ensuring efficient

access for freight and the continuing need in

some cases for travel by private car, there

also needs to be a focus on what can be

done on the supply side to support such

journeys. This can be split into two distinct

categories:

1. The provision of new links which provide

access into Opportunity Areas and other

growth areas

2. New road capacity for strategic traffic

New links to serve Opportunity Areas will be

required in order to provide access to the

new developments as they get developed.

As well as providing limited access for cars

and freight these links give the opportunity

provide good access for buses, pedestrians

and cyclists. It is also vital that these modes

are provided with good links into the

surrounding network. It will be possible for

instance, to build in cycle lanes and bus

priority. At this stage when people move into

an area they will tend to evaluate their

transport options, it is vital that they are

offered a choice of mode and this offers a

good opportunity to encourage people to

switch from car to public transport, walk or

cycle.

In some parts of London where tackling

congestion is a priority and all opportunities

for mode shift and demand management

have been explored then it may be

necessary to consider further development

of the road network through additional road

capacity such as bypasses or tunnels. Such

schemes would only be considered where

they met the criteria from MTS set out

above. Instances where such proposals

might be required might include:

• New strategic connectivity, such as

river crossings.

• Providing alternative routes for current

traffic in order to relieve congested

locations (e.g. town centres) which may

also contribute to place making and

measures to improve quality of life.

• Relief on key radial and orbital corridors

where other measures are inadequate.

• Improving routes for buses, cycles or

pedestrians by providing additional

road space which is dedicated for their

use.

The sub-regional planning process offers an

opportunity for TfL and boroughs to work

together to integrate congestion measures

with other priorities in locations where there

is particular conflict or current / future

pressures.

The following maps show future changes in

demand for car travel and the corresponding

increases in journey time in 2031.

5.3e. Capacity for movement of people and goods

36

London-wide route – inbound journey time changes

AM peak HAM analysis

Absolute change in trip destinations for car trips per square kilometre

between 2007 and 2031 (AM peak)

5.3f. Tackling road safety issues

37

London has achieved substantial reductions

in casualties and collisions over the last

decade, including the great success in

reducing the numbers killed and seriously

injured and the numbers of reported slight

injuries. Compared to the 1994-8 baseline,

the number of people killed or seriously

injured in road traffic collisions in the Capital

has fallen by 57 per cent, and the number of

reported slight injuries by 33 per cent. 3,798

fewer people were killed or seriously injured

on London‟s roads; and 12,994 fewer slight

injuries were reported in 2010 compared to

the baseline years.

TfL, London boroughs and the Police

continue to work extensively to deliver

comprehensive road safety programmes

which are helping to improve the safety of

our roads. TfL has been working closely with

key stakeholders over the last year to

develop a new Road Safety Plan for London

that reflects the needs of all road users in

London. The draft Road Safety Plan will

shortly be going out to external consultation.

The initiatives designed to reduce road

casualties can be divided into two broad

categories. The first are those activities that

are applied London-wide, with the aim of

achieving overall reductions in

casualties. The second category are those

targeted activities designed to tackle

particular issues or the casualties affecting

specific road user groups. We need to pay

particular attention to the types of travel and

traveller who are over-represented in the

casualty figures:

• Walking accounts for 21 per cent of daily

journeys, but 32 per cent of KSI casualties in

London;

• Powered two-wheelers account for 1 per

cent of daily journeys, but 21 per cent of KSI

casualties in London;

• Pedal cycles account for 2 per cent of daily

journeys, but 16 per cent of KSI casualties in

London.

• A significant focus for road safety activity

in London is, therefore, on providing targeted

road safety interventions for pedestrians,

motorcyclists and cyclists to address their

disproportionate casualty rates.

London-wide

London-wide programmes help reduce

road casualties in a variety of ways,

including:

Changing the physical environment -

using highway engineering to deliver

safer streets and public spaces;

Education, Training and Awareness –

using public awareness campaigns and

a wide range of communication

methods to change user behaviour;

Enforcement – action by the police and

other agencies to help ensure road

users behave safely;

Working with others – leveraging the

knowledge, insights, resources and

activities of other organisations who

have an interest in reducing road

casualties.

TfL will work with boroughs to help

identify where these measures are

most appropriate.

Targeted initiatives

Alongside the roll-out of London-wide

programmes, achieving change

depends on the combined actions of

boroughs in the sub-region and many

organisations. This collaboration is a

central tenet of the proposed approach

to achieve progress in the future and to

allow measures to be tailored to target

local concerns. In addition, improved

information and analysis, insights from

data and research will assist in

targeting specific issues and user

groups and help reduce road

casualties. TfL will work with boroughs

and other organisations to develop and

implement specific programmes where

analysis and data suggest further work

is required, including:

• Car occupants

• Pedestrians

• Children

• Cyclists

• Powered two-wheeler users

• Tackling excessive or inappropriate

speed

• Uninsured / illegal driving /hit and run

Cycle safety – junction reviews

Towards the end of 2011 a number of

cyclists were killed on London‟s roads.

The Mayor asked TfL to carry out a

thorough review of around 150 major

junctions and planned schemes on TfL

roads as well as all junctions on the

existing Barclays Cycle

Superhighways, to see if more could be

done for cyclists in these locations.

TfL has confirmed which key London

junctions will be the first of 500 to be

examined as part of a major review of

cycle safety ordered by the Mayor.

Junctions were prioritised using a range

of criteria including cycle collision

statistics.

TfL has formed a steering group and

held the first of a series of meetings

with key stakeholders as part of the

junction review programme. Senior staff

from TfL and representatives of the

main road user groups including freight

vehicle drivers, motorists, cyclists,

pedestrians and road safety

organisations will continue to meet

regularly to discuss the establishment

and progression of the review. The

findings of the group will inform the

design options for various junctions and

to identify a preferred option in each

case.

38

5.4. WestTrans corridor study

Connectivity

Following the identification of seven

„select‟ corridors in the West SRTP,

suffering from poorer connectivity due to

highway congestion and/or poor public

transport links, WestTrans commissioned

a study to identify potential areas of

improvement.

The corridors identified were:

1. Uxbridge – Heathrow*

2. Kingston – Heathrow

3. Harrow – Heathrow

4. Kingston - Hounslow Central

5. Wembley Central – Ealing

6. Brent Cross/Cricklewood – Ealing

7. Shepherd‟s Bush – Clapham

Junction

Objectives

The objectives of the study were:

• to define and describe problems and

issues affecting „Point to Point‟ journey

times and experience as a result of poor

links, congestion or overcrowding;

• To identify connectivity challenges

associated with the stated corridors;

• To identify and develop appropriate,

multi-modal scheme proposals for each

corridor, that will deliver relevant

outcomes that reflect and enhance the

unique characteristics of each area.

Approach

The high-level corridor assessment was

divided into two phases. The first phase

was a Corridor Review, which defined the

key movement routes within each of the

corridors and categorised the different

sections of the corridor based on the

predominant characteristics, eg „link‟,

„place‟, „interchange‟ (see Appendix B).

The second phase undertook a detailed

appraisal of the identified issues, data

analysis and stakeholder feedback. It

identified opportunities for

improvements/solutions that could be

made within the corridors and provided a

high level evaluation of their relative

benefits and costs.

Early findings and recommendations

The final reports for each corridor were

published in mid-March 2012 and provide

a useful summary of many of the issues

faced and the opportunities that exist for

improvements in the short-term (2012/13

– 2013/14); medium-term (2013/14 –

2020/2021); and long-term (2020/21 –

2030/31).

Appendix B provides an example of the

possible „concept solutions‟ for corridors 2

and 4.

The recommendations are now being

reviewed and taken forward as part of the

ongoing West Sub-regional Panel

meetings and the WestTrans group. As

the priorities and concept solutions

emerge from the corridor study, the

feasibility and appropriateness of them will

be considered when boroughs and other

stakeholders are identifying spending

priorities as well as in future sub-regional

work and engagement.

Corridors in west London with connectivity challenges

WestTrans corridor study: overview of improvement opportunities

*Due to corridor 1 being entirely contained within Hillingdon, it was agreed that this would not be part of

the study. Corridors 2 and 4 were considered as part of the same assessment due to the partial overlap

of corridors.

1

2

3

4

5

6

7

5.5. Opportunity Areas and Areas of Intensification

39

Opportunity Area Planning

Frameworks

TfL works with the GLA and Boroughs

to develop transport strategies for

these areas as part of Opportunity

Area Planning Frameworks (OAPF).

These may be produced as a variety

of policy or Supplementary Planning

documents, Area Action Plans or

Opportunity Area Planning

Frameworks that are adopted by the

Mayor.

The purpose of OAPFs is to provide;

• A strategic and design-led approach

to spatial planning, specifically

considering how key development

sites fit together with the existing and

emerging policy context

• Positive planning to identify and

resolve contentious policy issues at

an early stage in planning process

• Give greater certainty to the

development process and investment

• Building consensus with public and

private stakeholders

• Strategic overview in respect of cross

borough issues

• Process as valuable as the end

product

Old Oak Common/Kensal Canalside

As set out earlier, given the significant

development potential associated with

a possible HS2 interchange at Old

Oak Common, an OAPF study will be

undertaken this year to ensure that the

transport implications of any proposals

are taken into consideration as early

as possible both in terms of

connectivity and land use implications.

Progress on the OAs and AIs in the

West Sub Region

The London Plan identifies six OAs

and one area of intensification in West

London. These are Heathrow,

Southall, Park Royal / Willesden

Junction, Wembley, White City and

Earls Court in conjunction with the

sub-region‟s designated Area for

Intensification Harrow and

Wealdstone. Collectively these areas

have a significant impact across the

region.

Since the west SRTP was published

OAPFs have been produced for White

City and Earl‟s Court. Progress on

these are set out on the following

pages.

Transport work is also progressing to

support an Area Action Plan for

Harrow and Wealdstone.

Background

Accommodating future growth across

London is a key challenge for all sub-

regions.

Each Opportunity Area (OA) has

different characteristics but most are

on brownfield land and as part of their

development require changes in land

use type and mix. Typically each OA

can accommodate at least 5,000 jobs

or 2,500 homes. The areas often

require visioning and master planning

to set in place aspirations.

The transport challenges for these

areas involve accommodating

development trips in already

constrained conditions on the highway

and public transport networks.

Improved connectivity in areas to

integrate the area with existing land

uses and to improve urban realm and

place making with a public transport,

walking and cycling led strategy

alongside consideration of highway

access and capacity requirements.

Development in these areas provide

the opportunity to make a difference

sub regionally by improving public

transport connections and aspiring to

increase mode share for walking and

cycling, meeting MTS outcomes for air

quality, CO2 and integrating transport

and land use.

This also provides the opportunity to

design in urban realm priorities, eg

offering „attractive spaces‟, as an

integral part of wider development

schemes. Including ensuring good

bus, cycle and delivery access, as well

as bus priority and bus infrastructure

provision (stands and bus stations)

where necessary.

Areas of Intensification (AI) are

typically built up areas with good

existing or potential public transport

provision, which can support

redevelopment at higher densities.

The cumulative impact of development

of OAs and non-OA development

near each other is also significant.

5.5. Opportunity Areas: White City

40

White City OAPF

The GLA and the London Borough

of Hammersmith and Fulham are

jointly working on a Planning

Framework for the White City

Opportunity Area in partnership

with Transport for London.

The planning framework aims

include supporting 10,000 new jobs

and 4,500 new homes east of

Wood Lane, a mixed use

commercial development, high

quality public and private realm

improvements including a major

new strategic open space and links

to nearby communities. Strategies

to limit highway congestion,

improve public transport walking

and cycling.

Objectives

Building on the area‟s good network

of strategic and local connections,

including committed transport

infrastructure improvements, so as to

fully integrate new developments with

surrounding communities.

Mitigating adverse impacts caused by

additional traffic associated with

development, especially congestion

levels on the strategic and local

highway network and minimising

impacts on the environment.

Encouraging the design of

development to maximise the number

of public transport, walking and

cycling trips and minimise car use by

improving accessibility to the

development sites by walking,

cycling, public transport, as well as

providing suitable facilities for taxis,

private hire vehicles and goods

vehicles.

Identifying measures that will

encourage a shift towards sustainable

forms of transport and which will

reduce the impact of existing barriers

to movement such as the Westway

(A40), the West Cross Route

(A3220), the West London Line, the

Central line and the Hammersmith &

City line.

Transport Measures to support

development include:

Crossrail will support the

development by releasing capacity on

the Central Line.

Observed data for London

Overground highlights that the line is

operating close to capacity and train

and platform lengthening will be

required to support the development

Step free access at White City station

Bus capacity increases including

infrastructure (stops and stands)

provision to support the development

New internal road constructed to

serve the OA with limited new

junctions with the existing road

network

Improvements to mitigate delays at

junctions including;

• Holland Park roundabout

• Shepherd‟s Bush Green

• A40/Old Oak Road,

• A40/Wood Lane,

• Du Cane Road/ Wood Lane,

• West Cross Route.

A minimum level of parking provision

along with other measures to

encourage walking, cycling and public

transport use

Measures to minimise impacts of

freight and delivery requirements of the development.

© Crown Copyright. All rights reserved.

GLA (LA100032379) 2011

5.5. Opportunity Areas: Earl’s Court & West Kensington

41

Development of a coherent

pedestrian way-finding strategy in

line with Legible London standards.

Additional bus services,

routes and stops to

accommodate new

development trips

Provision of additional station capacity and

environmental improvements to Earl‟s Court

Station, including the reopening of the

existing pedestrian tunnel beneath Warwick

Road

All three stations serving the

Opportunity Area should provide

step free access from the street

to the platform

Provision of additional capacity at West

Brompton and West Kensington

stations, including enlarged gate lines,

ticket halls and circulation space.

Delivery of new pedestrian crossings

and improvements to existing

crossings in order to significantly

improve the pedestrian environment

and access into and out of the OA.

All streets within the OA should be

accessible to all with appropriate gradients

where changes in level are experienced,

generous footway widths and accessible

crossing facilities.

Increased connectivity through the OA

both east-west and north-south for

pedestrians and cyclists

Improved onward connections for

cyclists into the streets surrounding

the OA, increased levels of cycle

parking and the extension of Cycle

Hire scheme into the OA.

Car parking levels should be

minimised in order to restrain car

trips, except for parking for car club

vehicles, which are encouraged in

order to provide an alternative to

private car ownership and use.

41

Capacity increases through eight car

services on the West London Line

accompanied by platform extensions to

WLL stations

Supplementary Planning Document

The Earl‟s Court and West Kensington

OA presents a significant opportunity

for regeneration comprising housing

and employment as well as exploring

the potential for a strategic leisure,

culture and visitor attraction. A joint

Supplementary Planning Document

(SPD) has been produced in

partnership by the London Borough of

Hammersmith & Fulham, the Royal

Borough of Kensington & Chelsea,

Greater London Authority and

Transport for London.

The development includes proposals

to create a minimum of 7,000 jobs and

4,000 homes in the OA.

Transport and Connectivity objectives

in the SPD

• Maximise the number of trips by walking

and cycling, ensure excellent access to

and increased capacity on public

transport as well as managing the

demand for freight and deliveries whilst

minimising unessential motorised travel

to mitigate traffic impacts and congestion

on the road network

• Ensure interventions are put in place to

accommodate increased travel demand

from development and that these

interventions do not have any

unacceptable impact on the transport

network or wider environment

• Ensure a holistic approach is taken to

walking, cycling and public transport that

delivers a high quality public realm and

improves local connectivity.

• Design well proportioned streets that

respond to those in surrounding area

and encourage walking and cycling

Particulate Matter

Modelling suggests PM10 annual

and daily mean limit values are

expected to be met from 2011

onwards. However, some sites

face particular local issues,

resulting in frequent exceedences

of the daily limit value. The need to

address sites such as this, along

with the benefits to health of further

reducing PM concentrations – and

in the future, particularly PM2.5 –

will mean continued efforts are

made to reduce PM.

NO2

Based on current trends, EU limit

values for NO2 are not forecast to

be met within west London by

2015. Further action will be needed

to reduce NOx emissions.

Although road transport is the

cause of 41 per cent of NOx

emissions across west London,

there are other major sources that

will also need to contribute to a

reduction in emissions. Amongst

the biggest contributors is domestic

gas, which, along with commercial

and industrial gas, could have NOx

emissions reduced through

following best practice in new

development, or through

programmes such as RE:NEW and

RE:FIT.

Schools Toolkit

The GLA and TfL are seeking to

develop advice to schools that

would help them:

•promote student understanding of

the causes and impacts of

pollution;

•maximise the air quality benefits of

school travel plans and energy

efficiency programmes;

•take practical measures to reduce

exposure of staff and students to

poor air quality.

Bus SCR retrofit

TfL has secured £5million of

funding from the DfT for the fitment

of Selective Catalytic Reduction

equipment to buses in order to

meet the Euro IV standard for NOx.

With a further £5million provided by

TfL, around 900 buses will be fitted

with this equipment. In total, this

programme will reduce NOx

emissions from the bus fleet by

around 10 per cent.

The deployment of this equipment

will be prioritised based on

background conditions and

consultation with the west London

boroughs.

A package of local measures to

tackle NO2

Meeting the NO2 limit value is

challenging and the problem is

much more widely spread across

London than the remaining PM10

hotspots. Many roadside locations

in the west sub-region currently

exceed the limit value, and are

likely to do so in future years based

on current trends.

The SRTPs identified 187 focus

areas for NO2 across London

based on factors including

baseline data on concentrations,

levels of exposure, local

characteristics, and predictions of

future trends.

From these, a smaller number of

priority sites for action on NO2

have been agreed by TfL and the

west London boroughs, as

illustrated.

A package of local measures to

address NO2 is being developed by

TfL and the west London boroughs.

This package would build on

schemes already being delivered

by TfL, the GLA and west London

boroughs.

Many of the priority focus areas

identified will see development in

the coming years. The air quality

impact of these developments will

be particularly important given the

already high local concentrations of

NO2.

Measures could include:

•Further efforts to encourage mode

shift locally

•Small scale traffic management

schemes and other measures to

smooth traffic flow

•Low Carbon Zones

•Incorporation of addressing idling

engines into enforcement regime

•Trials of innovative technology and

processes (e.g. photocatalytic

surfaces).

•Incentives for less polluting

vehicles, such as differential

parking rates, that have resulted in

a shift to less polluting vehicles

•Local freight consolidation

schemes.

•Retrofitting schemes to reduce

NOx emissions from gas heating;

•Urban greening;

•School and business engagement

campaigns (including local „air

quality champions‟).

•Promotion of accessible air quality

information

•Local neighbourhood design

schemes

•Influencing master planning and

design to minimise the impact on

air quality of developments

5.6. Meeting the environmental challenge: air quality

No. 80 Harrow and

Wealdstone St George

Grange Way/Railway

Approach

No. 81 Harrow-on-the-Hill

College Road/Greenhill

Way/Lowlands Road

No. 82 Ruislip West End

Road junction A40 Western

Avenue Polish War Memorial

No. 83 Ickenham/Hillingdon

Swakeley's

Roundabout/Swakeley's

Road

No. 89 Heathrow Colnbrook

A4//M4 J4a/Bath Rd

A4/Parkway/Staines Rd/

Stanwell Moor Road/Park

Road

No. 97 Chiswick High Road

from Heathfield Terrace to

Chiswick Lane

No. 104 Neasden Junction

No. 105 Hanger Lane

Twyford Abbey Road

No. 111 Ealing Broadway

and Haven Green

No. 121 Putney Bridge and

jctn with Fulham Rd/New

King‟s Rd/Fulham Palace Rd

Priority focus areas for NO2 in West

London

5.6. Meeting the environmental challenge: CO2

Electric vehicle rollout

New charging infrastructure is

being rolled out to support the

introduction of 100,000 electric

vehicles on London‟s streets.

Source London was launched

in May 2011. This is the UK‟s

first citywide electric vehicle

charging network and

membership scheme.

Further use of ultra-low

carbon vehicles

The Mayor is introducing low

carbon buses, with 300 hybrid

buses coming into service by

the end of 2012, including the

New Bus for London which has

fuel consumption expected to be

nearly 40 per cent better than a

conventional diesel double

decker bus. The Mayor is also

working to introduce hydrogen-

fuelled vehicles into London.

London has a target of reducing CO2

emissions by 60 per cent from 1990 levels by

2025. Each sector is taking on this challenge.

Currently funded transport schemes are likely

to lead to a 20 per cent reduction compared to

1990 levels.

The Mayor‟s Climate Change Mitigation and

Energy Strategy was published in October

2011, setting out a range of transport and other

measures to tackle climate change. While CO2

reduction is a London-wide - and indeed global

task – action must also be taken at a sub-

regional and local level.

Measures to support people in making a switch

to more sustainable modes and changing their

behaviour will play a key role in reducing the

environmental impacts of growth as will

operating vehicles more efficiently eg eco-

driving. Technological change will also play a

critical role in helping us to meet the CO2

targets in London.

Hillingdon is currently developing an emissions

database for the borough which will assess

changes in emissions and fuel consumption of

individual and combinations of measures for

their LIP.

4343

Mid-range estimate of CO2 reduction impacts of transport policy areas by 2025

Source: Mayor‟s Transport Strategy, 2010

DfT, 2012

44

5.7. Proposed further initiatives

Potential connectivity at Old Oak Common

45

6. Funding and

delivery

6. Scheme assessment, funding and implementation

Strategic assessment of proposals to

deliver the sub-regional plan

TfL has developed a Strategic Assessment

Framework (SAF) to help examine different

project options and their contribution to the

delivery of the MTS goals and outcomes.

The SAF is intended to ensure that project

development and ultimately, funding

decisions, are informed by the assessment

of the broader strategic impacts of

interventions against the MTS and their

deliverability. Thus ensuring due

consideration of cross modal solutions to

key transport challenges.

Funding

The availability of funding is a critical issue.

The gap between what is assumed to be

funded and what is needed widens through

the medium and long terms.

The importance of working in partnership

with businesses, BIDS and other third

parties is critical to securing match funding

and maximising delivery. For example, since

2009, 45 projects have been completed

under the Mayor‟s Great Outdoors

Programme, and a further 35 are on track to

be delivered by summer 2012. This

£355million investment in public space is not

all from the Mayor; £171 million has been

leveraged from third parties, which is an

approach we should continue to seek.

In addition to this boroughs and other

stakeholders should continue to look for

opportunities to work in partnership with

businesses etc. to secure additional local

sources of funding. Whether this is with

local cycle shops for maintenance and

training, or with larger businesses for

the installation of electric vehicle

charging points, as has been provided

by the Ford Motor Company in

Hillingdon.

The figure below illustrates the potential

sources of funding for „core‟ business

and extensions to the transport system.

London‟s growth creates opportunities

for funding schemes that otherwise

could not be delivered.

In summary, therefore, it will be

increasingly necessary to harness

additional resources to enable the

services and investment needed to meet

long term outcomes through:

partnership working, match funding,

making the most of Government grant

for basic service provision and asset

maintenance and renewal; and

developing and lobbying Government

for innovative sources of income for

network extensions to support

development of the transport system.

Implementation Plan

Appendix A sets out the schemes

planned for implementation in the

central sub-region, their phasing and

whether funding has already been or is

yet to be secured. Funded schemes are

shown in yellow, unfunded in red. Some

schemes are labelled as unfunded as

they require further funding to be made

available before they could be taken

forward, or because they fall outside the

timeframe of TfL's current Business

Plan.

The schemes identified in this plan are

shown in three time periods for delivery:

• Short term: the period up to and

including 2014

• Medium term: from 2013 up to and

including 2020

• Long term: from 2021 up to and

including 2031

The Implementation Plan reflects the

current delivery priorities which include

Local Implementation Plan funded

schemes. The Mayor confirmed in April

2011 that LIP funding would be

maintained at £148m for the next three

years (2011/12 to 2013/14). This means

that for 2013/14 there will be an

increase in LIP funding of £15.8m in

comparison with the previous £132m

that was announced following

SR10. Boroughs will be notified how the

re-instated LIPs funding will be allocated

once the results of the winter 2011/12

Principal Road Maintenance surveys

have been completed, as these will in

part inform the resources required for

that programme.

The plan will be regularly reviewed

through the TfL Business Plan, the GLA

Corporate Plan and the DfT‟s Network

Rail and Highways Agency investment

programmes to ensure ongoing

alignment with priorities. Longer-term

unfunded schemes are at varying

stages of development. Scheme

development will be regularly reviewed

to ensure alignment with policy

priorities, value for money, deliverability

and to take account of opportunities for

funding that may become available.

This Implementation Plan is consistent

with the MTS and London Plan

implementation plans published earlier

in the year, while providing more detail,

where appropriate, of schemes

particularly relevant to each of the sub-

regions.

The reference numbers used in this

table are common to all five sub-

regional plans – this is to aid cross

referencing between plans, hence the

numbering is not sequential as some

measures are not relevant for this sub-

region.

Maintain & Renew Enhance Expand

Innovative funding sources

(eg CIL, business rates, tolls, EU)

Traditional funding sources

(Government grant, fares, efficiencies and savings)

Renewal of life-expired

infrastructure

Replacement rolling

stock, signalling,

escalators etc

Replacement highway

infrastructure

Infrastructure

maintenance

Core service provision

Improvement in air

quality and a reduction

in CO2

Additional rolling stock

Increased track capacity

Better streets & highway

development

Operational

enhancements

Station and interchange

schemes

Bus service capacity

enhancement

•Schemes with localised impacts

which enables value capture eg

extensions to growth areas (suited

to CIL and other planning

contributions)

•Major highway development /

river crossings which generate

value / encourage development

•Major new London-wide schemes

with large network impacts (would

require BRS)

•Business Improvement District

and landowner contributions for

public realm schemes and

servicing and delivery

improvements

•European funding which funds or

match funds transport innovation

46Potential sources of funding for ‘core’ business and extensions

47

7. Summary

48

7. Combined map

Key is on page 50

49

7. Combined map (key)

50

Appendices

Appendix A: Road junction delay in 2009 and 2031

51

Three hour AM peak road traffic delay at junctions in 2009 Three hour AM peak road traffic delay at junctions in 2031

Source: WeLHAM

Appendix B: WestTrans Corridor Study – Corridors 2 & 4

52

The WestTrans Corridor Study set out the issues and opportunities faced along each broad corridor, and identified possible ‘concept solutions’ in the short, medium and long term. The timescales for these solutions are the same as those used in the 2010 West SRTP, though allowing for the short-term solutions to coincide with the borough LIPs timescales at the end of 2014.

The following pages provide some examples extracts from the corridor segmentation, relevant schemes and opportunities; and examples of possible solutions for each time period.

Corridor 2 & Corridor 4 2.1

Figure 2.2 Corridor Link, Place and Interchange Segmentation Plan

Corridor 2 & Corridor 4 2.1

Figure 2.6 Relevant Schemes and Opportunities Plan

Corridor 2 & Corridor 4 4.1

4 Solutions, Performance Impact and Delivery

4.1 Introduction

4.1.1 Based on a detailed appraisal of the identified issues, data analysis and stakeholder feedback, a series of concept solutions have been identified for Corridors 2 and 4. This chapter sets out the 'solutions strategy' applied to identify concept solutions, summarises the main proposed and planned schemes, and considers scheme performance, costs, risks and timescales.

4.1.2 Appendix D contains the Concept Solution Plans. Appendix E contains the solutions impact table, including costs, risks and timescales. Appendix F contains a Prioritised Scheme Programme.

4.2 Solutions Strategy

4.2.1 As shown in Figure 4.1 a strategy was applied to identify suitable solutions that focus on addressing identified issues that are within certain segments, apply to certain objectives/modes or solutions which target specific issues.

4.2.2 The solutions have been developed to reflect the current (and in some case potential) segement Link, Place and Interchange status.

4.2.3 The proposed solutions also take into account planned schemes, as identified in the Borough LIPs and LDFs, London Plan, WLSRTP and other documents, and through discussions with stakeholders at the workshops. Notes from the second Workshop held in February 2012 are shown in Appendix A.

4.2.4 The solutions have been identified as short, medium or long-term measures: these timescales have been defined to tie in with those used in the WLSRTP.

Figure 4.1 Solutions Strategy

4.3 Proposed Concept Solutions

4.3.1 The following summary details the main solutions identified for the corridor as shown in the Appendix D plans and Appendix E table.

*LPI = Link, Place, Interchange

Issues

Solutions

Segment LPI* Status

M/L termS/M term

Locations: Segments

Objective/mode Specific issues

Planned Schemes

Issues

Solutions

Segment LPI* Status

M/L termS/M term

Locations: Segments

Objective/mode Specific issues

Planned Schemes

Issues

Solutions

Segment LPI* Status

Medium-termShort-term

Locations: Segments Objective/mode Specific issues

Planned Schemes

Long-term

4 Solutions, Performance Impact and Delivery

Corridor 2 & Corridor 4 4.2

Location/Segment Solutions

Segment 3 – Hounslow West Station

Improve station access at Hounslow West Station. Including provision of pedestrian crossing facilities on desire lines, Legible London signing, sheltered cycle parking facilities close to the station entrance, public realm improvements next to the station entrance and important pedestrian links to the station. Removal of street clutter and rationalisation of guardrailing.

Segment 6 – Hounslow Station / Whitton Road

Bridge widening to provide DDA-compliant footways or introduce alternative footbridge for pedestrians and cyclists near Hounslow Station, Whitton Road (possible major scheme).

Improve access to Hounslow Station through public realm, pedestrian crossing and signing improvements.

Rationalise guard-railing and improve pedestrian crossing facilities at Hounslow Road / Warren Road junction.

Review the southbound bus stop with the aim of relocating the southbound bus stop to improve interchange with Whitton Station. This will complement Richmond’s Whitton Road transport scheme.

Segment 20 – Feltham Town Centre

Improve station access at Feltham Station and connectivity with town centre through improved road layout, introduction of pedestrian crossings, signing, public realm improvements.

Feltham High Street bridge works (possible major scheme) including bridge widening, pedestrian and cyclist crossings or provide an alternative pedestrian/cyclist footbridge.

Rationalise street clutter including guardrailing in Feltham town centre and around Feltham Station.

Objective/Mode Solutions

Traffic Movement and Road Safety

Review junction performance and layout to improve traffic flow, notably at the following junctions:

− Wellingdon Road/Hampton Road;

− Hampton Road/Stanley Road;

− Harlington Road West/Hanworth Road/Uxbridge Road;

− Harlington Road West/Hanworth Road/Uxbridge Road; and

− Faggs Road / Staines Road junction.

Measures may include the removal of signals and replacement with a roundabout, junction realignment and optimisation of signal timings.

4 Solutions, Performance Impact and Delivery

Corridor 2 & Corridor 4 4.3

Public Transport

Fully accessible bus stops with up-to-date information.

Pedestrians and Cyclists

Cycle Network Review for extent of Corridor. Introduce suitable cycle route facilities, signing and advanced stoplines.

Interchange

Legible London signing near stations.

Removal of confusing/unneccesary signs, lines and guardrailing.

Travel Information

Continued liaison with schools and employees (individually and collectively) to encourage travel by sustainable modes through the renewal/introduction of travel plans.

4.4 Planned Schemes

4.4.1 For these corridors, planned schemes are largely those that have been identified by Boroughs and are to be implemented in the short to medium-term. The main schemes of relevance to the study area include:

Whitton Road town centre improvements (LB Richmond upon Thames) which is likely to impact on Segment 6;

Twickenham Road Major Corridor Scheme (LB Richmond upon Thames/LB Hounslow) which is likely to impact on Segment 7;

Twickenham Town Centre Scheme (LB Richmond upon Thames) which is likely to impact on Segment 9;

Twickenham Area Action Plan (LB Richmond upon Thames) which is likely to impact on Segment 9; and

4.4.2 Known future development opportunities which are also relevant to the study area include the Heathrow Airport Opportunity Area / BAA Transport Strategy and Hounslow Town Centre Intensification, which are likely to have a significant impact on the corridors, but at this stage this impact is unquantifiable and therefore not included in the scheme impact assessment as part of this study.

4.5 Scheme Impact, Costs, Risks and Timescales

4.5.1 Appendix E contains a Solutions Impact Matrix, which for each segment provides: a description of the solutions (both proposed by this study and those planned), evaluation of their impacts, funding, cost estimate, risk assessment and timescales.

4 Solutions, Performance Impact and Delivery

Corridor 2 & Corridor 4 4.4

4.5.2 The impact of the solutions for the study area are indicated by numbers, where 2 = a major positive impact, 1 = a minor impact, 0 = no change, -1 = a minor negative impact and -2 = a major negative impact on the study area. As discussed earlier, given the high level nature of the study, the assessment of impact is subjective and is based on professional judgement rather than on quantified performance outputs. The impact score is reflective of the relative importance of the objective/theme in terms of the segments Link, Place and Interchange status.

4.5.3 For some of the planned schemes we have used n/a to indicate that there is an insufficient level of scheme detail to be able to provide an impact score. However, to provide context and with the information on cost, risk, funding source and timescales it is beneficial to retain these schemes in the table.

4.5.4 We have identified whether the proposed or planned schemes are currently funded and also categorise the possible funding source: LIP; TfL TLRN TIP; Other Borough; Other TfL; Central Government; and Development led.

4.5.5 Scheme costs were categorised as follows: £0-£50k; £50k-£100k; £100k-£500k; £500k-£1m; £1m-£5m; and £5m+.

4.5.6 A red-amber-green (RAG) risk assessment was applied and outline risks identified with regards to the following: Programme; Financial; Approvals (internal); Approvals (external statutory); and Approvals (external third party).

4.5.7 Timescales are identified as: short-term (2012/13 – 2013/14); medium-term (2013/14 – 2020/2021); and long-term (2020/21 – 2030/31). As described earlier, the timescales tie in with those shown in the WLSRTP (albeit the short-term has been adjusted to account for the 2010 WLSRTP publication date and now ties in with the term of the Borough LIPs).

4.5.8 Overall, the schemes which will provide a major impact on the performance of Corridor 2 and 4 include:

Segment 3 - Hounslow West Station Access Scheme (unfunded, estimated cost: £100k - £500k, medium risk).

Segment 6 – Station Access and bridge widening scheme at Hounslow Station (unfunded, possible major scheme, estimated cost: £5m+, high risk).

Segment 9 – Twickenham Town Centre Scheme (planned).

Segment 20 – Feltham Station and Town Centre Scheme and bridge widening measures (unfunded, possible major scheme, estimated cost: £5m+, high risk).

Segments 11, 18, 21, 22 - the combined impact of optimising signal timings and junction layouts along the A312 and A313 between Hatton Cross and Teddington.

4.5.9 However, scheme impact is only one of several considerations in determining the level of priority that it should be afforded. Consideration also needs to be given to cost, funding status, risk and timescales.

4.5.10 Appendix F contains a Scheme Programme, which has been prioritised based on these factors. It identifies a series of short, medium and longer-term solutions that can be implemented within Corridors 2 and 4.

4 Solutions, Performance Impact and Delivery

Corridor 2 & Corridor 4 4.5

4.5.11 A series of ‘Quick Wins’ which are relatively low risk and low cost have been identified that can be implemented in the short to medium term. Medium and longer-term schemes that require more risk management, costs and time to implement have also been identified. A summary of the main schemes is provided below.

‘Quick Wins’ Objective/Mode Proposed Concept Solutions

Public Transport

Fully accessible bus stops with up-to-date information.

Pedestrians and Cyclists

Cycle Network Review for extent of the Corridor to identify gaps in the cycle route network, establish new cycle routes, with the aim of introducing new on-street and off-road facilities, signing and advanced stoplines.

Removal of confusing/unneccesary signs, lines and guardrailing.

Interchange

Introduction of Legible London signing near stations.

Travel Information

Continued liaison with schools and employees (individually and collectively) to encourage travel by sustainable modes through the renewal/introduction of travel plans.

4.5.12 Schemes that could be implemented in the medium-term, which would require some risk management, notably in terms of work programme, stakeholders/third-party engagement and funding arrangements could include the following location/segment specific solutions:

Interchange

Improve station access at Hounslow West Station, Hounslow Station and Feltham Station including pedestrian crossing facilities, signing, cycle parking facilities, quality public realm and removal of street clutter (Segments 3, 6, 20).

Pedestrians and Cyclists

Segment 5: widen segregated cycle path. Resurface footway and remove street clutter along Hounslow Road between Twickenham Road and Uxbridge Road.

Segment 20: Rationalise street clutter in Feltham town centre and around Feltham Station.

Traffic Management and Road Safety

Segments 11, 18, 21, 22: a review of junction performance and layout to optimise signal timings, reduce congestion and improve bus reliability, most notably at junctions along the A312 and A313 between Hatton Cross and Teddington.

4 Solutions, Performance Impact and Delivery

Corridor 2 & Corridor 4 4.6

Longer-term Proposed Concept Solutions

4.5.13 Schemes that could be implemented in the longer-term, which would require major risk management, notably in terms of financial, stakeholders/third-party engagement and work programme include:

Segment 20: Feltham High Street bridge works (possible major scheme) including bridge widening, pedestrian and cyclist crossings or provide an alternative pedestrian/cyclist footbridge.

Segment 6: Bridge widening to provide DDA-compliant footways or introduce alternative footbridge for pedestrians and cyclists near Hounslow Station, Whitton Road (possible major scheme).

Segment 23: Improve pedestrian / cyclist links and crossings to Hatton Cross Station, in light of the emerging Heathrow Airport Opportunity Area and BAA’s revised Transport Strategy.

Segment 24: address traffic, road safety and air quality problems as part of the emerging Heathrow Opportunity Area Strategy and BAA’s revised Transport Strategy.

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Rail (DfT/Network Rail/TOC led schemes)3 High Speed 2 - new line from

London northwardsLondon to the West Midlands and beyond with Strategic interchange at Old Oak Common and terminus at Euston. Opportunities to link into West London line, North London line, Crossrail and Heathrow Express as well as High Speed 1

Government announcement made about route and further work underway through OAPF process.

13 Chiltern enhancements Enhanced inner suburban service Completed September 2011

24 Great Western enhancements Train lengthening on long distance services Train lengthening underway for short term. Electrification and new rolling stock will provide long term capacity increase

25 Great Western electrification Electrification - initially Paddington to Oxford and Newbury via Reading, followed by further potential enhancements

Electrification (to Cardiff) is approved by DfT

32 Airtrack service to Heathrow Link Southwest London railway network to Heathrow (partly BAA funded)

BAA withdrew the TWA application in early 2011 given insurmountable technical issues and the withdrawal of public sector funding

33 Rail service standards Improved first and last train time consistency, and off-peak service frequencies to be at least four trains per hour including weekends

Achieved on Southern. Included in HLOS2 proposals for Lea Valley line

34 Improved rail freight terminals to serve London

New and/or expanded rail freight terminals to serve London

Radlett (Herts) Midland main line Colnbrook (near Heathrow, Great Western) and Brent Cross Cricklewood schemes being progressed through the planning process.

35 Improved rail freight routes Conceptual freight link from Barking to Gospel Oak line toWest Coast Main Line

Proposals subject to future development

Rail (TfL led schemes)36 Crossrail 1 core scheme Core scheme: Maidenhead and Heathrow in the west to

Shenfield and Abbey Wood in the east Under construction, due 2018-19

37 Crossrail 1 westerly extensions Westerly extensions and/or increased frequency west of Paddington - potentially to Reading and/or to connect with West Cost Main Line, possibly with an interchange with HS2 at Old Oak Common

Under consideration - links with HS2 work

41 London Overground enhancements

Further train lengthening Included in TfL's HLOS 2 proposals to DfT

42 London Overground enhancements

Diversion of Watford Junction services to Stratford (instead of Euston) to release capacity for High Speed 2 at Euston

Under consideration - links with HS2 work

45 Crossrail 2 Enhanced southwest – northeast London capacity and connectivity. All new infrastructure will be fully accessible.

Safeguarding under review - report to the Mayor (to inform DfT discussions) due before end 2012.

Stations and interchanges47 Further Tube station congestion

relief schemes Targeted station capacity expansion programme Vauxhall station and Finsbury Park schemes have

been approved and funded. Prioritisation study for further schemes is underway

48 Tube station refurbishment/ modernisation programme

Continuing programme of refurbishment/ modernisation of stations

166 Tube stations have been refurbished since 2008

50 Develop strategic interchanges Programme of schemes under development including increasing frequency on orbital London Overground routes, stopping more trains at strategic interchanges, and improving pedestrian routes

Revised design developed for proposed link between Hackney Central and Hackney Downs stations. Overground service upgrades introduced May 2011. ELLX Phase 2 to open to public in December 2012.

51 Rail station refurbishment/ modernisation programme

Delivery of National Station Improvement Programme (NSIP) in London, and other service standards as agreed in rail franchises (Station facilities, notably availability andquality of CCTV, help points, shelter, lighting, passenger information, cleanliness, cycling facilities such as parking,and availability and quality of ticket retailing)

NSIP works nearing completion at Norbury and Balham. New Greater Anglia franchise will deliver station deep cleans and extra cycple parking facilites by 2013. Lobbying continues for enhancements on other routes.

58 Improved surface-rail interchange

Improvements including enhanced bus services, interchange and urban realm at selected Crossrail and/or Thameslink stations

Rolling programme of master plans being developed with local authorities at all Crossrail locations, initial work reviewing bus needs underway.

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Tube62 Jubilee line upgrade Jubilee line - upgrade involves installation of new

signalling to provide faster more frequent services and provide 33% more peak capacity and 22% reduction in journey time

Signalling upgrade complete

67 Piccadilly line upgrade Piccadilly line upgrade to provide additional capacity and improve journey times

Under development as part of Deep Tube Programme

68 Sub-Surface Line Upgrade Circle, District, Hammersmith & City and Metropolitan line upgrade (including new air-conditioned rolling stock and new signalling) to provide additional capacity and improve journey times

New trains being delivered, signalling work underway, due to be complete by 2018.

69 Croxley Rail Link Metropolitan line extension from Croxley to Watford Junction, led by Hertfordshire County Council

Scheme approved by DfT

70 Bakerloo line upgrade Bakerloo line upgrade: Including new energy efficient and high capacity rolling stock and signalling

Under development as part of Deep Tube Programme

72 Cooling the Tube programme Enabling operation of services post line upgrades and improved passenger comfort.

The programme continues to improve the network ventilation system by returning out of service fans to beneficial use. The station cooling projects at Oxford Circus and Green Park have been accelerated and are on track to deliver cooling in time for the Olympic period.

73 Tube network core asset renewal Programme of core asset renewal to lock-in benefits from the upgrades and maintain assets in a state of good repair

Ongoing

74 Energy-saving initiatives Initially, a programme of trials to include low energy lighting, smart electricity metering at stations and low lossconductor rails

A detailed study has been prepared looking at factors such as inverter substations, extra low loss conductor rail, coasting, sectionalisation and changes to voltage and current settings. A trial is being planned for an inverter substation on the Victoria line and key energy saving initiatives are being considered as part of the base case for the deep tube programme. These include full use of extra low loss composite conductor rail in tunnels, higher voltages (750 v) and higher regenerative braking currents (4,500A). Additional measures such as inverter substations, amended sectionalisation and permanent magnet motors are under current review and will be incorporated into the base case if determined desirable

75 Regenerative braking and automatic train control

To be implemented as an integral part of the Tube upgrade programme

Ongoing

DLRTramlinkBus

91 Bus network development Regular review of bus network, including reviews of the strategic priorities underlying the process approximately every five years, to cater for population and employment growth, maintain ease of use, attractive frequencies and adequate capacity, reliable services, good coverage and good interchange with other modes

Regular reviews ongoing. Bus service to be discussed with sub regional panels during 2012

92 Bus network development Re-patterning of bus services to take in to account new infrastructure and the related changes in demand

Impacts of Crossrail currently being assessed and discussed with boroughs, see item 58.

93 Development of a New Bus for London

Pilot to create new iconic bus for London (which will include enhanced accessibility design features)

First bus entered service Spring 2012

94 Phasing out of 'bendy' buses Anticipated by the end of 2011 Completed

95 Low emission buses Intention that all new buses entering London's fleet post 2012 be low emission (initially diesel hybrid)

300 diesel hybrid buses are to be introduced by 2012.

96 Enhanced real time service information

Delivery of Countdown 2; enhanced real time information at stops, on internet and mobiles

Largely complete

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97 Bus priority On a case by case basis, implement bus priority measures to maintain service reliability

Bus service to be discussed with sub regional panels during 2012

98 Provision of suitable bus infrastructure to support Opportunity Areas/new developments

Review individual developments on a case by case basis and provide as necessary bus priority measures, accessible bus stops, additional bus stands, upgraded or new bus stations. To be delivered in phases to support development in area

This is an ongoing requirement and will be particularly important in serving some of the large new developments which are planned in east London. A recent example is the opening of the Stratford City bus station in September 2011 which was paid for with developer contributions.

99 Provision of suitable bus infrastructure to respond to new rail infrastructure such as Crossrail, Tube Upgrades, HLOS upgrades

Review individual sites on a case by case basis and provide as necessary bus priority measures, accessible bus stops, additional bus stands, upgraded or new bus stations. To be delivered in phases to support development in area.

New rail services may mean that amended or new bus infrastructure is desirable at interchanges, depending on demand and service changes. TfL is currently discussing the potential Crossrail-related bus demand changes around stations with the affected boroughs. See item 90.

100 Additional bus stands and upgraded or new bus stations

On a case by case basis, provide additional bus stands and/or upgraded or new bus stations to support demand in specific locations in order to increase capacity and improve service reliability

This is an ongoing requirement which involves discussion with all of the key stakeholders including boroughs.

Cycling102 Barclays Cycle Hire scheme

enhancement Possible expansion of area covered and/or additional bikes in Barclays Cycle Hire scheme where demand justifies

East extension to Bow will be delivered in Spring 2012

103 Additional cycle parking Around 66,000 additional cycle parking spaces in London Excellent progress has so far been made towards meeting the Mayor’s aim to secure the delivery of 66,000 additional cycle parking spaces by the end of 2012.

104 Barclays Cycle Super Highways Two initial trial radial routes to central London, followed by further routes

Four of twelve routes delivered, four more will be opened in 2013

105 Borough cycling initiatives - infrastructure based

Infrastructure based solutions such as cycle parking, cycle routes and improved signage, on areas with highest potential including Biking Borough initiatives

Programme developed and implementation started in 2011.

106 Borough cycling initiatives - non-infrastructure based

Non-infrastructure solutions to help promote cycling across London including identifying the markets and planning interventions based on evidence and other Biking Borough initiatives

Programme developed and implementation started in 2011.

Walking and the urban realm107 London-wide ‘better streets’

initiatives to improve pedestrian connectivity and urban realm

Improvements to urban realm and pedestrian environment

Since 2009, a range of projects have been completed under London’s Great Outdoors. By the end of 2011, 45 projects had been completed, and a further 35 are on track to be delivered by summer 2012.

108 Access to stations and surroundings

Targeted programme of works to improve accessibility and personal security on walk and cycle routes to stations and bus stops, prioritising activity based on current demand and future growth

This is being delivered as part of Better Street initiatives. Recent improvements have been made to Green Park and Clapham Junction.

110 Walking information and campaign

Walking campaigns, including the '2011 year of walking', that will focus on walking routes, wayfinding , events and activities

The Making Walking Count Campaign was run successfully in 2011. One of the highlights was the public transport congestion relief pilot held in September 2011, promoting walking trips

111 Improved wayfinding Targeted introduction of on-street wayfinding specifically designed for pedestrians, for example, using 'Legible London' principles

The Legible London base map of Greater London was completed in December 2011. TfL supplied Legible London mapping to Network Rail; train operating companies (TOCs), LOCOG and Crossrail, ensuring the system continues to spread across London’s transport network. In 2011/12 Legible London mapping has been further integrated within the TfL family, including Crossrail hoardings, Barclays Cycle Hire docking stations and on Barclays Cycle Superhighways routes

112 Urban realm improvements as part of the Mayor's Great Spaces initiative

Urban realm improvements to revitalise some of London's recognised and lesser known streets, squares, parks and riverside walks

Schemes along Grand Union Canal, Exhibition Road, Piccadilly 2-way system, Britannia Junction and Russell Square delivered, amongst others.

113 Urban realm improvements in town centres

Urban realm improvements The new Great Outdoors programme will focus on town centre regeneration. Most of the key walking routes below are linked with town centres.

114 Improving urban realm and walking conditions on key routes which have high demand, for example between stations and town centres

Urban realm improvements Ten Key Walking Routes were delivered in 10/11. Another nine Key walking Routes will be delivered by March 2012. These include: Cheapside, Euston to St Pancras, Camden, Ruckholt Road, and Bromley North Village.

118 Urban realm improvements in key locations in central London

Pedestrian and urban realm improvements, potentially in locations such as West End (e.g. the vicinity of Piccadilly, Pall Mall and St James), vicinity of the river (e.g. Jubilee Gardens) and other key locations with very high footfall

Schemes along Grand Union Canal, Exhibition Road, Piccadilly 2-way system, Britannia Junction and Russell Square delivered, amongst others

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119 Increased tree and vegetation coverage

Additional 10,000 street trees by 2012 (funded), with a target of an additional two million trees in London's parks,gardens and green spaces by 2025

Over 5,000 trees have been installed in the Olympic Park and London is set to meet its 10,000 street tree target by the end of 2012.

Roads120 Improved traffic control on

London-wide and sub-regional corridors

Improved traffic control systems, for example further roll out of SCOOT

Ongoing

121 Improved management of planned interventions on London-wide and sub-regional corridors

Minimising the impact of planned interventions on the road network with the potential to disruption traffic flows through the use of the permit scheme for road works for example

Ongoing

122 Improved management unplanned events on London-wide and sub-regional corridors

Minimising disruption from unplanned events (accidents, emergencies etc) in ‘real time’ as they occur and returning the network quickly and efficiently to its planned steady state operation as soon as possible

Ongoing

123 Review of loading and waiting restrictions in central London and elsewhere

Review and report on potential improvements - using a targeted demand led approach

The Intelligent Transport Systems (ITS) sector is developing a ‘virtual’ loading bay solution designed to help reduce congestion. As the technology comes to market, TfL will investigate possibilities for deployment on the TLRN and borough road network, in conjunctionwith borough councils.

130 Potential gyratory and one-way system improvements, e.g. at Piccadilly

Improvements to make greater contribution to urban realm, environmental, safety and quality of life goals, for example, as well as enabling appropriate vehicular movement and smooth traffic flow

Piccadilly scheme completed

137 Further highway enhancements and/ or changes to the local road network

Consideration of further highway enhancements that will smooth traffic flow and/ or changes to the local road network related to major developments in response to increased local demand

TfL's Capital Development Team continues to enhance the Transport for London Road Network (TLRN) through the delivery of small schemes including new cycle lanes, revisions to pedestrian crossings and urban realm improvements.

138 Achievement of state of good repair of road infrastructure

Ongoing programme of maintenance Ongoing

139 Continue trials of intelligent speed adaptation technologies

Continue trials and technology development Ongoing

140 Encourage further implementation of average speed camera technology

Continue trials and technology development Average speed cameras were implemented on the A13 in 2011 with enforcement by the Metropolitan Police. TfL is closely monitoring collision rates and initial results are positive. TfL’s network of speed cameras are currently being renewed and average speed cameras are likely to replace existing speed cameras on suitable sections of the TLRN.

141 Investigation of merits of 20 mph zone or zones

Assess contribution of 20 mph zone or zones in central London or elsewhere to MTS goals including safety, air quality, CO2 and congestion benefits

Some boroughs have implemented, further investigation to take place

142 Car club support Support expansion of car clubs With support and funding, 46% of London residents now live within 5 minutes' walk of a car club vehicle.

143 Low Emission Zone enhancements

Further LEZ enhancements and vehicle coverage LEZ phases 3 & 4 delivered

144 Provision of infrastructure to support low emission road vehicles

Introduction of electric vehicle recharging points by 2015 -and support distribution networks for other alternative fuels such as hydrogen and biofuels (unfunded)

Source London has delivered 300 publicly accessible charge points, set to grow to 1,300 by 2013

145 Continue to work with DfT on road pricing feasibility programme

Review the option of road user charging and/ or regulatory demand management measures to influence a shift to more CO2-efficient road vehicles and lower carbon travel options, such as walking, cycling and public

Mayor's Climate Change Mitigation and Energy Strategy published, setting out approach to reducing CO2 emissions

146 Promote emission-based parking charges

Boroughs and car park operators to be encouraged to expand coverage of parking charges to vary by duration of stay and vehicle emissions

Parking review undertaken for Outer London Commission

147 Congestion Charge Western Extension

Remove the Western Extension of the central London Congestion Charge and mitigate where possible

Completed

London river services and river crossings151 Walk/cycle river crossings in east

LondonIncluding schemes in central London and walk/cycle links to access Isle of Dogs from east and west, including cable car crossing

Emirates Air Line to open 2012

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153 Improvements to Thames passenger services

Consistent service standards, examine opportunities for enhanced pier facilities (including at North Greenwich and Isle of Dogs) and development of the River Concordat

Thames strategy under development by GLA / Mayor

155 Promote the use of Thames and other waterways for freight movement

Enable freight access to waterways Safeguarded Wharves review underway

Other measures156 Integrated fares and ticketing Integrated fares collection system and ticketing across all

London public transport services, including Oyster zonal fares on all suburban rail services and Oyster on river services

Oyster now on all national rail services in London as well as all TfL modes

157 Enhanced travel planning tools Ongoing programme of enhancements to information availability, including TfL Journey Planner

The TfL Journey Planner has undergone a series of improvements to increase capacity and enable access to third party developers under our open data arrangements for the production of new applications and services. A dedicated piece of software has been built for this purpose. For the 2012 Games improvements are being made to the Journey Planner accessibility information to enable better planning of level access routes. Customer information has been improved through the launch of the new Bus Arrivals service which advises customers of the arrival times of the next buses from any bus stop on the network. Information for drivers has been imprved through the launch of an improved Traffic Information facility which also now shows the key road corridors in London as well as supporting information on how those corridors are managed.

158 Richmond 2009 to 2012 Smarter Travel Programme

Complete the three-year programme of smarter travel initiatives in Richmond

Programme cancelled in 2011 due to reallocation of funding.

159 Targeted smarter travel initiatives Smarter travel initiatives to reduce the environmental impact of travel, make more efficient use of limited transport capacity and/or encourage active travel such as walking and cycling

TfL have introduced targeted smarter travel initiatives along the Barclays Cycle Superhighways including cycle parking, training and safety checks.

160 Increased use of travel plans Increased use and power of travel plans for workplaces, schools and individuals

TfL funding for voluntary Workplace Travel Plans stopped in 2010, however employers are still requested to initiative Workplace Travel Plans as part of the development control process as set out in London Plan and on the new website http://www.lscp.org.uk/newwaytoplan/ and boroughs can still take forward e.g. the north London boroughs have jointly funded Work Place Travel Plan Coordinators.

94% of London schools have a travel plan in place and one third are registered on the School Travel Accreditation scheme (STAR). These schools demonstrate a higher than average increase in active travel modes and a reduction in car use. A new monitoring tool has been developed to record schools achievements (STARTRACK). More details can be found at www staccreditation org uk

161 Continued development and roll-out of freight initiatives

Town centre and area-based DSPs, CLPs and promotion of collaborative approaches such as consolidation centres and/or break-bulk

A closely-monitored trial of a DSP at a TfL building has seen the number of overall deliveries reduced by 20%.

TfL is promoting a number of measures to be taken up by freight operators and their clients in order to reduce the number of freight and servicing trips on the road network during the Games. TfL will monitor their effectiveness for future application in Legacy.

Planning policy (Replacement London Plan published July 2011) is supportive of the principle of privately financed consolidation centres.

162 Promotion of freight best practice Development and incentivisation of membership of the FORS and develop functionality of the freight information portal

Close work with the freight industry is being undertaken to promote the four 'Rs' for 2012 Games.

163 Integrated transport policing Establish joint transport policing intelligence unit and reporting systems to enable integrated working between the agencies policing London’s transport system

TfL funds a dedicated unit within the Met - the Safer Transport Command. It provides additional police support to London's buses, licensed taxis and private hire vehicles. It also helps to reduce congestion and bus flow issues, improves the safety and security of cycling and enforces red route parking restrictions.

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164 Tackling antisocial behaviour Programme of initiatives to tackle antisocial behaviour, including preventative and enforcement measures

TfL has more than 2,500 TfL-funded police officers patrolling the network. Specialist transport police units focusing on specific issues like illegal cabs, criminal damage, theft, robbery and staff assaults and around 500 revenue inspectors patrolling the network to reduce fare evasion and tackle antisocial behaviour

165 Transport system climate change adaptation

Develop a strategy to improve transport system resilience and safety to the impacts of climate change

Mayor's Climate Change Adaptation Strategy published

166 Olympic & Paralympic Transport Legacy Action Plan

A range of interventions to secure the maximum benefit of the physical infrastructure provided for 2012; staging ofthe event and longer term opportunities this presents; behavioural change as a result of the event; and

Action Plan to be published early 2012

Accessibility167 Crossrail accessibility All stations through central London and the majority of

stations in Outer London to offer step-free accessUnder construction

169 Crossrail 2 All new infrastructure will be fully accessible Proposals subject to future development. See item 45.

170 New accessible tube and rail rolling stock

New rolling stock will be Rail Vehicle Accessibility Requirements compliant

Victoria line delivered, Subsurface underway

171 National Rail step-free access station programme

DfT's Access for All to increase number of step free rail stations in London to 160 (47 per cent) by 2015, from around 100 today

DfT has funded an additional 10 station schemes for delivery by 2015

172 Continuing roll out of step-free access schemes on the Underground

Continuing programme of station step-free access schemes

Green Park opened Sep 2011. Vauxhall is now a committed scheme.

173 Tube platform to train level-access

Platform humps rolled out across the Tube system as new rolling stock is introduced to provide level access from platform to train

Humps completed on Victoria line.

174 Tube station upgrade programme To include some of the following features at upgraded stations:- Audible and visual information at all platforms and ticket hall- Improved handrail colour contrast and design- Improved visual contrast at leading edge of each riser and tread on steps- Removing, modifying or highlighting obstructions- Induction loops at Help and Information points- Listening points at some stations- Improved lighting and public address systems- Improved signs and wayfinding- Tactile walking surfaces on every platform and staircase- Increased amounts of seating

A ibl i t il t t ll t f t ti h

Ongoing

175 Tube wide-aisle ticket gates Explore opportunities for further implementation of wide-aisle ticket gates

More than 250 wide aisle gates have been installed on Underground stations

176 Tube travel information Accessible Tube map showing step-free and mostly step-free routes

Map published on TfL website

177 Bus stop accessibility Improved accessibility of bus stops, for example, through removal of street clutter

59 per cent of bus stops are now accessible, up from 29% since 2008

178 Development of a New Bus for London

New bus will include enhanced accessibility design features

First buses on street and remaining to be delivered in 2012. See item 91.

179 Accessible crossings programme and urban realm improvements

Improve the physical accessibility of the streetscape, particularly in town centres and on routes to stations and bus stops, taking account of the whole journey approach.

Accessibility continues to be improved through the Better Streets and Major Schemes Programmes. In addition TfL has set out it's current targets in the Draft Accessibility Implementation Plan which was publishedin 2011.

180 Travel information Improve the availability, quality, quantity and timeliness ofaccessibility-related travel information

Numerous improvements made, including on-train and on-station information improved on Tube; on-bus and at-stop info improved on bus services; better real time information on mobile and internet. See also item 94.

Ref

eren

ce

Num

ber

Scheme Description

Com

plet

ion

2010

– 20

12*

Com

plet

ion

2013

– 20

20†

Com

plet

ion

Post

202

0

Stat

us

upda

te

181 Staff availability To ensure staff are available to provide assistance, information and reassurance throughout services hours

A trial of the 'Inegrated Interchange Management and Staff Assistance Programme' has been conducted at Finsbury Park and Marylebone/Baker Street which involves improved sharing of information between staff at different stations.

182 Staff training To ensure the needs of the disabled passengers are understood by all frontline staff

All front line staff working in Tube stations receive disability awareness training, and undertake a refresher course every year. Bus driver big red book in use and also being developed

183 Initiatives to improve attitudes of staff and travellers

Stakeholder, staff and public initiatives to improve staff and public attitudes and raise awareness of people's accessibility needs

Programme under development.

184 Enhanced Dial-a-Ride service New Dial-a-Ride fleet and review of operations Dial a Ride made a record 1.3 million trips in 2010/11, an 18 per cent increase on 2007/08 with 200,000 more journeys

185 Further Extensions to the public transport system

All extensions to the public transport system will meet the requirements of the Disability Discrimination Act

All new London Overground stations are step-free such as Shoreditch High Street, Hoxton, Haggerston, Dalston Junction and Imperial Wharf.

186 Blue Badge discounts Discounts on Congestion Charging schemes Ongoing

187 TfL's Disability Equality Scheme (DES)

A statutory document, updated every three years, which sets out in further detail what TfL is going to do to ensure that the services it offers are accessible to disabled people

To be revised during 2012 as a Single Equality Scheme under the Equality Act 2010

188 High Speed 1 international service enhancements

Direct services to a wider range of European destinations (making use of new European infrastructure)

It is expected that Eurostar and other international operators will provide access to a wider range of European destinations from St Pancras International during the course of the next 5 years.

189 Potential link between High Speed 1 and High Speed 2

Potential link between HS1 and HS2 allowing through services between HS2 and Europe, including calls at Stratford.

To be subject of further investigation by HS2.

190 West Coast Main line enhancements

Train lengthening and frequency improvements to London Midland services

Programme to be defined (for delivery in 2014)

*2012 for TfL schemes and 2014 for Network Rail schemes (as per HLOS CP4)† 2013 for TfL schemes and 2015 for Network Rail schemes (post HLOS CP4)

International and national rail links (DfT/Network Rail/TOC led schemes)